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Getting To Grips With Perfomance Monitoring PDF
Getting To Grips With Perfomance Monitoring PDF
C K A R O
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December 2002
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monitoring
The statements made herein do not constitute an
offer. They are based on the assumptions shown
and are expressed in good faith. Where the
supporting grounds for these statements are not
shown, the Company will be pleased to explain
the basis thereof. This document is the property
of Airbus and is supplied on the express
condition that it is to be treated as confidential.
No use of reproduction may be made thereof
other than that expressely authorised.
Flight Operations Support & Line Assistance
Customer Services
1, rond-point Maurice Bellonte, BP 33
31707 BLAGNAC Cedex FRANCE
Telephone (+33) 5 61 93 33 33
Telefax (+33) 5 61 93 29 68
Telex AIRBU 530526F
SITA TLSBI7X
December 2002
FOREWORD
The purpose of this brochure is to provide airline flight operations with some
recommendations on the way to regularly monitor their aircraft performance.
Should there be any discrepancy between the information given in this brochure
and that published in the applicable AFM, FCOM, AMM or SB, the latter prevails.
Airbus would be eager to work with some airlines on an ongoing application of this
projected performance monitoring system well in advance of its anticipated use on
the A380 program.
AIRBUS
CUSTOMER SERVICES DIRECTORATE
Flight Operations & Line Assistance - STL
1, rond point Maurice Bellonte
BP33
31707 BLAGNAC Cedex
FRANCE
TABLE OF CONTENTS
A. Introduction 9
B. Background 11
1. WHAT IS PERFORMANCE MONITORING? 11
3. MANUAL RECORDING 49
3.1. MEASUREMENT PROCEDURES AND PRECAUTIONS 49
3.1.1. AT DISPATCH 49
3.1.2. PRIOR TO TAKE OFF 49
3.1.3. IN FLIGHT 50
3.1.4. DATA RECORDING 51
1.2. FORMS FOR MANUAL READING 51
1.3. DATA ANALYSIS PROCEDURE 54
4. AUTOMATIC RECORDINGS 55
4.1. WHAT IS AUTOMATIC RECORDING? 55
4.2. A300/A310/A300-600 AIRCRAFT 55
4.3. A320 FAMILY/A330/A340 AIRCRAFT 56
4.3.1. INTRODUCTION 56
4.3.2. AIRCRAFT INTEGRATED DATA SYSTEM (A320 FAMILY AIDS) / AIRCRAFT CONDITION
MONITORING SYSTEM (A330/A340 ACMS) 57
4.3.3. GENERIC FUNCTIONS OF THE DMU/FDIMU 59
4.3.4. THE GROUND SUPPORT EQUIPMENT (GSE) 65
E. Results appraisal 89
1. INTRODUCTION 89
3. EXAMPLE 92
4. REMARKS 94
4.1. CORRELATING MEASURED DEVIATIONS TO THE AIRCRAFT 94
4.2. PRACTICES 94
H. Appendices 132
1. APPENDIX 1 : HIGH SPEED PERFORMANCE SOFTWARE 135
1.1. P.E.P FOR WINDOWS 135
1.1.1. W HAT IS P.E.P. ? 135
1.1.2. PERFORMANCE COMPUTATION PROGRAMS 137
1.1.3. THE IFP PROGRAM 139
1.1.4. THE APM PROGRAM 139
1.1.5. THE FLIP PROGRAM 140
1.2. SCAP PROGRAMS AND UNIX VERSIONS 141
I. Glossary 171
J. Bibliography 177
A. INTRODUCTION
For years, the business environment has become more and more
challenging. Yields are dropping while competition is increasing.
Business traffic is volatile, aircraft operations are becoming more and
more expensive and spare parts are changing faster and faster.
Airlines are faced with new objectives to adapt to this environment.
That’s why Airbus feels deeply involved in aircraft performance monitoring and has
been proposing for years some tools for aircraft performance monitoring as well as
some guidelines to perform aircraft performance audits.
Amongst this huge flow of data, some may be used to monitor the performance of
a given airplane and/or of the whole fleet. Long term trend monitoring of the
aircraft performance really takes place in the frame of maintenance actions and
complements all other monitoring methods.
Likewise, aircraft performance monitoring involves the whole company:
- Flight crew and flight operations staff members are the primary source of
information. Indeed, data acquisition and analysis is one of their
responsibilities.
- Maintenance staff members play a role in the process, as keeping the aircraft
in the best condition possible is their main concern. Tracking of non-clean
surfaces, monitoring of the engine performance, calibration of airspeed/Mach
number/altitude is their responsibility.
- Management offices are also involved for their awareness, directives and
funding of the whole process.
A glossary at the end of the document gives a definition of the terms used in this
brochure. Finally, there is a list of documents in the bibliography that may help in
the interpretation of the results of the various types of analyzes.
B. BACKGROUND
The purpose of this chapter is to provide a basic knowledge on aircraft
performance monitoring. The method used for analysis as well as the appropriate
tools are detailed here below.
This brochure is focused on the specific range method and on the utilization of the
APM program. This chapter also gives some information on other methods that
can be used for cruise performance analysis.
The performance levels are measured in their variations over time. Resulting
trends can be made available to the operators’ various departments, which
perform corrective actions to keep a satisfactory aircraft condition.
The actual aircraft performance deterioration endows two main origins: engine
performance degradation (fuel consumption increase for a given thrust) and
airframe deterioration (seals, doors, slats and flaps rigging, spoilers rigging, etc...).
A starting point is required so as to monitor the trend of the performance
deterioration. The baseline level is an aircraft performance level retained as a
reference to get the trend of aircraft performance deterioration. Most of the time
the baseline is established at the aircraft entry into service during the first flight or
delivery flight. The baseline can be above or below the book level as a result of
above-mentioned scatter.
- To identify the possible degraded aircraft within the fleet and take care of the
necessary corrective actions:
Maintenance actions
Route restrictions
- To demonstrate the performance factor for ETOPS which may be used instead
of the 5% factor imposed by regulations.
It also allows operators to perform various statistics about fuel consumption and as
such is a good aid to define the operators’ fuel policy.
As a general rule, regulation requires to take into account “realistic” aircraft fuel
consumption.
This subject was already presented during the 7th Performance and Operations
Conference held at Cancun, Mexico in year 1992. This brochure is based upon the
leading article “Auditing aircraft cruise performance in airline revenue service”
presented by Mr. J.J. SPEYER, which was used as reference material.
This article is appended at the end of this brochure, see Chapter 0 - Appendix 6 -
Auditing aircraft cruise performance in airline revenue service.
This method probably provides less information than the specific range method but
is also less constraining in terms of stability and data acquisition requirements.
The method is also less accurate because of the lack of stability checks on the
observed data.
3.3.1. Introduction
The data observed in flight represents punctual (instantaneous) airframe/engine
performance capability. It is used to generate a measured Specific Range, which
represents the actual aircraft fuel mileage capability (NM/kg or lb of fuel). The
specific range represents the aircraft/engine performance level under stabilized
conditions and thus constitutes the main reference criterion. It may not be
representative of the actual fuel consumption of the aircraft during a whole flight.
3.3.2. Definition
The specific range (SR) is the distance covered per fuel burn unit.
Basically, the specific range is equal to:
As TAS is expressed in nautical miles per hour (NM/h), and Fuel Flow (FF) in
kilograms per hour (kg/h), the SR is expressed in NM/kg or NM/ton.
ao M L
D
SR =
SFC
mg
Engine
T Weight
T0
M . L/D Ê Ö SR Ê
m Ê Ö SR Ì
SFC Ê Ö SR Ì
1
Specific Fuel Consumption (SFC) is equal to the fuel flow (FF) divided by the available thrust. It is
expressed in kg/h.N (kilogram per hour per Newton) and represents the fuel consumption per thrust
unit.
The predicted specific range can be obtained thanks to Airbus featured software:
- The In-Flight Performance calculation program (IFP) or
- The Aircraft Performance Monitoring program. This program effectively
compares recorded data with the performance book level.
This predicted specific range corresponds to the book level. It is consistent with
the FCOM performance charts.
The specific range method is the only technique, which enables to assess the
respective contribution of the airframe and the engines in the observed delta
specific range, even though utmost precautions must be taken when doing so.
In the FCOM, cruise tables are established for several Mach numbers in different
ISA conditions with normal air conditioning and anti-icing off. Basic aircraft
performance levels are presented in Figure B1 on next page.
In order to establish a valid comparison between observed data and the applicable
book level, one should clearly identify the following items. A few approximations
may indeed lead to an apparent deterioration, which may significantly alter the
analysis of the actual performance deterioration.
The aircraft gross weight deviation may be originating from three different sources.
Both the JAA and the FAA impose that operators regularly establish and verify
aircraft weight to account for the accumulated weight due to repairs and/or aircraft
modifications. For more information on requirements and means, read JAR-OPS
1.605 or FAA AC 120-27C.
JAR-OPS guidelines
Note : Infants below 2 years of age would not be counted if carried by adults on passenger
seats, and would be regarded as children when occupying separate passenger seats.
Available data does not show large differences between summer and winter
weights. No difference was therefore made. Short-haul flights are predominantly
used by businessmen travelling without checked-in baggage. On long-haul flights,
there are obviously less “hand baggage only “passengers. The non-scheduled
“summer holiday” passenger is generally lighter and carries less hand baggage.
In practice, although the male/female ratio depicts large variations, there are many
flights with significantly less than 20% female passengers, and there are not a lot
of high quality surveys available. Therefore a conservative ratio of 80 / 20 was
retained for determining the present all-adult standard weight value of 84 kg on
scheduled flights. For non-scheduled flights (76 kg) a 50 / 50 ratio was chosen.
Any variation from these ratios on specific routes or flights would have to be
substantiated by a survey-weighing plan.
- Results of the airline weighing survey should then be validated and approved
by the Authority before the airline-standard weight actually becomes
applicable.
FAR guidelines
The FAA has issued an Advisory Circular (ref. AC 120-27C) to provide methods
and procedures for developing weight and balance control. Similarly to JAR-OPS,
it also involves initial and periodic re-weighting of aircraft (every 3 years) to
determine average empty and actual operating weight and CG position for a fleet
group of the same model and configuration. The following standard average
weights were adopted and are reminded in the following tables.
Notes: 1. Infants below 2 years of age have already been factored into adult weights.
2. The above weight values include 10 kg/20 lb carry-on baggage for adult passengers.
When passengers belong to a very specific group such as athletic squads, soccer
teams… the actual weight of the group should be retained.
Similarly to JAA and FAA requests, airlines have to adopt standard weights unless
they request different values, which would have to be proven by a weighing survey
at the risk of ending up with higher statistics. Regional exceptions would be
allowed when substantiated by means of an accepted methodology.
One of the penalties in terms of fuel mileage is an increased drag due to the poor
airframe condition of the aircraft. Normal aerodynamic deterioration of an aircraft
over a given period of time can include incomplete retraction of moving surfaces,
or surface deterioration due to bird strikes or damages repairs. Each deterioration
induces increased drag and as a consequence increased fuel consumption.
The induced fuel burn penalty largely depends on the location of the drag-inducing
item. These items can be classified in several groups, depending on their location
on the aircraft. The aircraft can be split into three main areas from the most critical
one to the less critical one. This zones depend on the aircraft type. The complete
description of these zones is given in a separate Airbus brochure (refer to Chapter
J-Bibliography, document [J-3]).
Routine aircraft performance monitoring performed using the Airbus APM program
can help detecting a poor aircraft surface condition. Although APM results have to
be interpreted with lots of care, it can trigger an alarm for induced drag increase.
Of course, this approach is a first step approach that can be confirmed by means
of a visual inspection of the aircraft surface, and though direct measurements in
the suspected area as detailed in the Airplane Maintenance Manual (AMM).
If the APM program is not used but another method, it could be worth
implementing an aerodynamic inspection for example at the occasion of a C
check.
On ground this would specifically pertain to most forward and middle areas:
- Static and dynamic pitot condition
- Nose radome misalignment
- Cargo door to fuselage alignment
- Service door condition
- Engine fan blade condition (curling,
etc).
- Surface cleanliness (hydraulic fluid,
dirt, paint peeling (see figure B4),
etc).
- Under-wing condition
- Wing-body fairing Figure B4 - Paint Peeling
- Nose and main landing gear door
adjustment
- Temporary surface protection remnants.
GENERIC EXAMPLE
Accurate and repetitive trimming allows to identify the origin of small but persistent
asymmetries to be identified especially on A300B2/B4 and A310 / A300-600
aircraft.
All of these could lead to an aircraft not flying straight in cruise with all lateral /
directional control surfaces in perfectly neutral positions.
On fly-by-wire aircraft, the flight control system compensates almost 100% for
changes of trim due to changes in speed and configuration. Changes in thrust
result in higher changes in trim and are compensated for by changing the aircraft
attitude.
The apparent drag, resulting from a lateral asymmetry of the aircraft will bias
cruise performance analysis. On A310/A300-600, an aircraft lateral asymmetry
can result in a 0.3% deterioration of the specific range.
Procedures for checking the aircraft lateral symmetry are given in the Flight Crew
Operating Manual:
- In section 2.02.09 for A310 and A300-600 aircraft types
- In section 3.04.27 for fly-by-wire aircraft
Cabin air leakage may result in increased engine bleed extraction (for the same
thrust) and aerodynamic flow losses. This is most of the time of second order
influence but in some cases it should be closely monitored and carefully corrected
(whenever possible) so as to decrease the bias on the analysis.
Selecting anti-ice and measuring cruise performance can also give a useful
comparison with anti-ice off. The nominal extra fuel consumption at flight
conditions can be calculated from the IFP and can be compared with the
measured difference in fuel consumption / SR with and without anti-ice. For those
cases where this measured difference is below the nominal difference, it can be
hypothesized that some bleed leaks in the anti-ice ducts may be at the origin of
engine fuel flow deviation with anti-ice off. This test is performed for qualitative
purposes only, and suggests the possibility of leaks without necessarily estimating
the extent or amount of actual engine deviation.
The intent of the following is to describe potential factors often encountered and
may have a significant effect on cruise performance analysis in terms of scatter.
Of course, the principle shown in figure B8 is theory. When an aircraft flies over
long ranges, the weather conditions change continuously. In particular, at a given
geometric height, pressure varies. Or the other way around, for a particular
pressure, the geometric height will for sure vary.
The aircraft vertical velocity can be estimated from the wind and pressure forecast
maps at a given FL and on a given sector. On this type of maps (see Figure B9),
Isobaric or iso-altitude lines are indicated. As a reminder, 1 hPa near the ground is
equivalent to 28 feet while 1 hPa at FL380 is equivalent to 100 feet.
Weather offices can provide isobars at different altitudes, indicated in Flight Levels
(FL): FL50/850 hPa, FL100/700 hPa, FL180/500 hPa, FL250/300 hPa, FL340/250
hPa, FL390/200 hPa.
Thus, as a result of the isobaric surface slope, the aircraft may be flying uphill or
downhill depending on the pressure field. In performance demonstration flight test,
isobars are usually followed to minimize drift angle. In airline revenue service, this
is not feasible since airways cut across the isobars.
The isobaric slope can be related to the drift angle as illustrated on figure B10.
Wind velocity increases below the tropopause and decreases above the
tropopause by approximately 5% per 1000 ft except in jet stream zones. Near the
tropopause, the wind velocity is maximum.
In order account for the isobaric slope, the aircraft should be given a bonus when
flying uphill (LH drift angle in Northern Hemisphere, RH drift angle in Southern
hemisphere) and a penalty when the aircraft is flying downhill (RH drift angle in
Northern hemisphere, LH drift angle in Southern hemisphere).
∆SR ∆FU
The correction is applied on the (or − ) as follows:
SR FU
∆SR ∆FU
= − = −1.107 × 10 − 2 × TAS × sin(LAT) × tan(DA)
SR CORR FU CORR
In any case the aircraft must be stabilized (Flight Path Acceleration, Vertical
Velocity).
Whilst carrying out an aircraft performance monitoring audit, one would refrain
from taking stabilized cruise performance readings if the pressure system is
changing rapidly or when drift angles are greater or equal to 5 degrees. Very often,
a positive ∆T can be observed (≅ 10° C in horizontal flight) when passing through
the tropopause from the troposphere to the stratosphere. This temperature
increase is even more noticeable when the tropopause slope angle is steep and
therefore when wind velocity is highest at the point where the tropopause is
passed through.
The equation in Figure B11 is valid only for high-altitude winds; less-than ideal
conditions like topographic effects (mountain waves) or strong curvature for the
isobars > 5° drift would lead to erroneous results.
Meters Feet
-2°C/1000ft
7 500 ft
2 300 m
Temperature
-56.5 °C +15 °C
Figure B12 - ISA Temperature model
Indeed, in the real world, at a given FL, the temperature changes continuously.
Engine efficiency depends on the difference between the fuel temperature (in fuel
tanks, the temperature is fixed) and the outside air temperature (static
temperature, SAT). In cruise, if the SAT increases, engine thrust decreases and
vice-versa. The autothrust corrects this in order to maintain the pressure altitude.
Recordings should be performed in a zone where the SAT is forecasted stable.
41
40 40
Recording
40
39
38
41
35
No Recording
38
40
34
35
140 ft 15 °C 147 ft 30 °C
132 ft 0 °C
In order to compensate for the modified isobaric slope, the aircraft will be given a
bonus or a penalty depending on the temperature gradient, and as follows:
∆SR C 1
= 9.4 × 10 − 3 × (0.25 × FL − 11.5)× L × ∂SAT ×
SR CORR CD TAS
Note: The usefulness of these isobaric slope corrections is, in fact, rather questionable since
the theoretical assumptions are usually not applicable to the real atmosphere. What we
are looking for is the change in potential energy represented:
However, when performing an assessment of this slope through the observed drift,
and/or temperature trend, only the conditions between, earth’s surface and flight altitude
are relevant ; this applies for both the assessment of the pressure-related slope as well
as for a temperature related slope. There is presently no system which is capable of
sensing flight path slope with the required accuracy (better than 0.002°).
The only valuable approach today is to compute this slope from inertial information. This
then would include all possible isobaric slope effects (pressure or temperature,
geostrophic winds) without having to distinguish between those.
3.4.2.3.1. Wind
At high altitudes, the wind direction follows isobaric lines, while at low altitudes, the
wind direction cuts through isobaric lines.
As illustrated on figure B15bis, when crossing over isobaric lines, and when in the
North hemisphere (the contrary for South hemisphere),
- if left hand wind, the aircraft flies from a high pressure zone to a low pressure
zone
- if right hand wind, the aircraft flies from a low pressure zone to a high pressure
zone
L H L
Thus, at a given flight level or pressure altitude, successive isobaric lines are
distant with weak wind, close with strong wind.
The high pressure (HP) zones are wide. Isobaric lines are distant and have
awkward shapes. In these HP zones, the air is stable and gently descents.
In practice, the air mass vertical velocity cannot be measured on board the aircraft.
The aircraft trim is modified to maintain pressure altitude.
In the Northern Hemisphere the drift is to the right of the body’s motion; in the
Southern Hemisphere, it is to the left.
The Coriolis deflection is therefore related to the motion of the object, the motion
of the Earth, and the latitude. The Coriolis acceleration results in an increase or
decrease of the apparent aircraft gross weight.
∆GW
= −7.63 × 10 − 6 × GS × sin(TT) × cos(LAT)
GW
In order to account for the gross weight deviation, a positive correction when the
aircraft is flying westwards and negative correction when the aircraft is flying
eastwards (in Northern Hemisphere, and vice versa in the Southern Hemisphere)
could be applied to the specific range.
∆SR
The correction is applied on the as follows:
SR
Hence,
∆SR
= −k × 7.63 × 10 − 6 × GS × sin(TT) × cos(LAT)
SR CORR
Fuel flow is directly impacted by this value. The effect of the fuel LHV on the
apparent cruise performance level is explained below thanks to a basic reminder
of the operation of a gas-turbine engine.
The engines are required to produce a certain amount of thrust (i.e. a N1/EPR
thrust setting parameter is required) to maintain the aircraft in steady cruise level
flight. For given flight conditions, a given engine provides an amount of thrust,
which depends on the amount of heat energy coming from the fuel burning in the
combustion chamber.
The heat energy per unit of time is given by the following formula:
Q = J x Hf x Wf
As a consequence, the fuel flow required to produce a given amount of thrust is:
Q 1 Q
Wf = = ×
J × Hf FLHV J
The required thrust being fixed, the heat energy Q is also fixed. Thus, the higher
the FLHV, the lower the required fuel flow.
1
BTU is the British Thermal Unit. It corresponds to the heat quantity required to
increase the temperature of one pound of water from 39.2°F to 40.2°F. 1 BTU =
1.05506 kJ
Flight Operations & Line Assistance
36 Getting to Grips with Aircraft Performance Monitoring
BACKGROUND
1. Any deviation in the fuel LHV will result in a deviation in fuel flow
2. As the heat energy remains constant whenever fuel LHV and fuel flow vary, the
engine thermodynamic cycle is unchanged. The high-pressure rotor speed N2
and the Exhaust Gas Temperature remain unchanged.
3. The only affected parameters are fuel flow (FF) and specific range (SR).
The FLHV local and seasonal variations being a fact of industry, the accuracy can
be increased by a FLHV measurement.
FLHV BTU/LB)
Fuel
density
Figure B17 shows that the minimum fuel LHV encountered over a significant
population of samples is 18400 BTU/LB.
In routine performance analysis, this FLHV is rather difficult to obtain, because of
the wide variety of fuel quality, depending on various world regions. Most of the
airlines subsequently use the same value for all their analysis. Although this
method is rather questionable if an accurate performance audit is intended, it is
quite acceptable for routine analysis.
In this case, one should keep in mind the FLHV effect on the monitored fuel factor,
especially when implementing the fuel factors in the airline flight planning systems,
or in aircraft FMS systems. The monitored fuel should be corrected for the FLHV
effect (see also chapter 0-2.4.3. Monitored fuel factor & 0-3.2.Keys for defining the
fuel factor).
Figure B18: Stable frame = PMAX-PMIN < DP limit for all parameters
The FDIMU/DMU collects most of the data. The data comes from the various
aircraft systems (such as the ADIRS, the FAC…). Potential accuracy tolerance
remains in the normal industrial tolerances for each of these systems.
Some of the data is measured by the systems, and therefore can suffer from
measurement error. Some other data (such as the flight path acceleration
parameter, which quantifies the change of aircraft speed along the flight path) are
calculated by means of the FDIMU/DMU based on an average of several other
parameters. As a consequence, a rounding error comes on top of the
measurement and tolerance errors.
Yet, the total error on the overall data collection remains quite low when compared
to the other potential sources of errors described in this chapter.
When doing an aircraft performance audit, it is important to deal with all these bias
/ scatter effects in the best way possible. The following measurement
considerations/corrections factors are essential:
Identifying trends is rather the goal of routine performance monitoring. Figure B20
illustrates the type of trending that can be performed with the APM program.
* A I R B U S C R U I S E P E R F O R M A N C E * A I R C R A F T P E R F O R M A N C E M O N I T O R I N G *
* ===================================================================================================================== *
* *** PROGRAM: A P M - Version 2.43 - Jul. 2002 *** *
* *
* ------ AIRCRAFT TYPE: A319-114 ENGINE TYPE: CFM56-5A5 ----------------------------- *
* *
* ------ DATABASES: AERODYN. : A319113.BDC DATE: 27/07/00 ------ *
* ---------- ENGINE : M565A5.BDC DATE: 06/06/96 ------ *
* GENERAL : G319113.BDC DATE: 26/02/01 ------ *
* *
* ------ JOB-INFORMATION: ----------------------------- *
***************************************************************************************************************************
DIRECT ANALYSIS OUTPUT (INPUT BY ADIF)
DATA BLOCK/FLEET: 1/ 1
F L I G H T D A T A
CASE IDENTIFICATION
ALT MACH TAT WEIGHT CG FPAC VV GRAV
NO. TAIL-NO DATE FL-NO CASE ESN1 ESN2 -----------------------------------------------------------------
D/M/Y (UTC) FEET - C LB % G FT/MIN M/S*S
1 AIB001 25/05/02 202 22:55 733266 733267 37011. 0.8015 -32.55 119400. 23.7 0.0005 6.0 9.7319
2 AIB001 24/05/02 471 11:59 733266 733267 39003. 0.7700 -38.30 122300. 25.2 -0.0011 3.0 9.7703
3 AIB001 07/06/02 850 11:54 733266 733267 37017. 0.7990 -21.85 123500. 25.7 0.0001 0.0 9.7330
4 AIB001 29/05/02 1019 13:27 733266 733267 39006. 0.8000 -35.75 119000. 24.2 0.0006 0.0 9.7817
5 AIB001 04/06/02 1019 18:16 733266 733267 38988. 0.7765 -21.95 122250. 24.9 0.0012 -5.0 9.7833
6 AIB001 28/05/02 1020 21:38 733266 733267 37010. 0.7805 -34.45 128450. 24.4 0.0013 11.0 9.7483
7 AIB001 10/06/02 1023 23:21 733266 733267 37004. 0.8000 -19.65 130000. 23.9 0.0001 3.0 9.7535
8 AIB001 10/06/02 1515 11:04 733266 733267 39001. 0.7995 -27.75 114000. 24.7 -0.0001 3.5 9.7690
9 AIB001 27/05/02 1550 21:38 733266 733267 37024. 0.7990 -30.95 126200. 25.7 0.0001 -22.0 9.7426
10 AIB001 03/06/02 1550 21:48 733266 733267 37028. 0.8005 -30.05 127900. 25.1 0.0009 -22.0 9.7442
11 AIB001 19/05/02 1628 19:51 733266 733267 37003. 0.7990 -33.85 120700. 26.3 0.0004 -1.0 9.7435
12 AIB001 24/05/02 1835 20:05 733266 733267 35012. 0.8015 -24.75 134050. 24.1 0.0009 4.5 9.7803
* A I R B U S C R U I S E P E R F O R M A N C E * A I R C R A F T P E R F O R M A N C E M O N I T O R I N G *
* ===================================================================================================================== *
* *** PROGRAM: A P M - Version 2.43 - Jul. 2002 *** *
* *
* ------ AIRCRAFT TYPE: A319-114 ENGINE TYPE: CFM56-5A5 ----------------------------- *
* *
* ------ DATABASES: AERODYN. : A319113.BDC DATE: 27/07/00 ------ *
* ---------- ENGINE : M565A5.BDC DATE: 06/06/96 ------ *
* GENERAL : G319113.BDC DATE: 26/02/01 ------ *
* *
* ------ JOB-INFORMATION: ----------------------------- *
***************************************************************************************************************************
AIRCRAFT TAIL-NO.: AIB001 DIRECT ANALYSIS OUTPUT (INPUT BY ADIF) DATA BLOCK/FLEET: 1/ 1
E N G I N E D A T A
N11 N12 FFA1 FFA2 EGT1 EGT2 BC WBLL WBLR FLHV N1TH FFTH FFC1 FFC2 EGTC1 EGTC2
NO. -----------------------------------------------------------------------------------------------------------------------
% % LB/H LB/H C C LB/S LB/S BTU/LB % LB/H LB/H LB/H C C
1 86.60 85.70 2410.0 2440.0 584.0 581.0 0.960 0.960 18590. 86.05 2405.5 2468.3 2364.0 577.5 564.4
2 85.80 85.80 2180.0 2180.0 576.0 576.0 0.930 0.930 18590. 85.41 2139.1 2179.2 2179.2 563.2 563.2
3 88.40 88.20 2500.0 2530.0 626.0 624.0 0.960 0.960 18590. 87.99 2481.7 2530.8 2507.1 613.5 610.4
4 87.00 87.00 2340.0 2370.0 596.2 603.0 0.930 0.860 18590. 86.81 2306.7 2327.7 2324.8 582.0 581.0
5 89.20 88.90 2420.0 2430.0 647.0 646.0 0.930 0.930 18590. 89.16 2348.2 2352.1 2320.3 627.4 622.9
6 86.50 86.20 2440.0 2440.0 585.6 590.6 0.930 0.940 18590. 86.11 2394.2 2437.7 2404.8 574.7 570.5
7 89.60 89.50 2630.0 2670.0 648.8 648.4 0.960 0.960 18590. 89.19 2600.1 2648.9 2637.0 633.6 632.1
8 87.00 86.90 2280.0 2280.0 608.0 609.0 0.930 0.930 18590. 87.32 2264.9 2231.2 2220.6 588.8 587.4
9 86.60 86.50 2460.0 2470.0 593.0 593.0 0.960 0.960 18590. 86.55 2435.2 2441.1 2429.6 578.9 577.5
10 87.30 86.90 2510.0 2520.0 604.0 601.0 0.960 0.960 18590. 87.27 2507.9 2511.4 2465.9 589.9 584.0
11 85.90 85.70 2390.0 2380.0 579.0 583.0 0.930 0.930 18590. 85.71 2378.0 2400.7 2377.2 565.9 563.0
12 87.90 87.60 2770.0 2760.0 612.2 618.6 0.960 0.960 18590. 87.69 2730.7 2756.8 2718.8 601.6 597.2
* A I R B U S C R U I S E P E R F O R M A N C E * A I R C R A F T P E R F O R M A N C E M O N I T O R I N G *
* ===================================================================================================================== *
* *** PROGRAM: A P M - Version 2.43 - Jul. 2002 *** *
* *
* ------ AIRCRAFT TYPE: A319-114 ENGINE TYPE: CFM56-5A5 ----------------------------- *
* *
* ------ DATABASES: AERODYN. : A319113.BDC DATE: 27/07/00 ------ *
* ---------- ENGINE : M565A5.BDC DATE: 06/06/96 ------ *
* GENERAL : G319113.BDC DATE: 26/02/01 ------ *
* *
* ------ JOB-INFORMATION: ----------------------------- *
***************************************************************************************************************************
AIRCRAFT TAIL-NO.: AIB001 DIRECT ANALYSIS OUTPUT (INPUT BY ADIF) DATA BLOCK/FLEET: 1/ 1
A P M D E V I A T I O N D A T A
DN11 DN12 DFFA1 DFFA2 DFFB1 DFFB2 DEGT1 DEGT2 DN1M DFFAM DFFBM DEGTM DSR
NO. ---------------------------------------------------------------------------------------------------------------------
% % % % % % % % % % % % %
1 0.547 -0.353 2.612 -1.726 -2.364 3.215 0.765* 1.980 0.097 0.443 0.365 1.368 -0.803
2 0.392 0.392 1.877 1.877 0.036 0.036 1.531 1.531 0.392 1.877 0.036 1.531 -1.877
3 0.412 0.212 1.978 1.023 -1.217 0.914 1.414 1.535 0.312 1.500 -0.157 1.474 -1.323
4 0.190 0.190 0.909 0.785 0.529 1.943 1.666 2.575 0.190 0.847 1.235 2.120 -2.050
5 0.037 -0.263 0.168 -1.188 2.886 4.729* 2.174 2.573 -0.113 -0.510 3.801* 2.373 -3.168*
6 0.393 0.093 1.820 0.442 0.093 1.466 1.282 2.377 0.243 1.131 0.774 1.828 -1.878
7 0.411 0.311 1.877 1.420 -0.713 1.252 1.678 1.805 0.361 1.649 0.267 1.742 -1.884
8 -0.321* -0.421 -1.490* -1.956 2.187 2.674 2.223 2.510 -0.371* -1.723* 2.430 2.366 -0.661
9 0.051 -0.049 0.241 -0.232 0.775 1.664 1.650 1.820 0.001 0.005 1.218 1.735 -1.208
10 0.031 -0.369 0.142 -1.674 -0.057 2.195 1.628 1.978 -0.169 -0.766 1.059 1.803 -0.284
11 0.194 -0.006 0.954 -0.032 -0.445 0.116 1.556 2.395 0.094 0.461 -0.166 1.975 -0.294
12 0.207 -0.093 0.955 -0.436 0.480 1.516 1.211 2.465 0.057 0.259 0.995 1.836 -1.241
MV 0.260 -0.030 1.230 -0.142 0.183 1.545 1.637 2.129 0.133 0.627 0.733 1.846 -1.228
SD 0.179 0.278 0.848 1.294 1.402 0.973 0.318 0.398 0.185 0.865 0.773 0.321 0.650
NR 11 12 11 12 12 11 11 12 11 11 11 12 11
* VALUES OUT OF RANGE (MARKED BY A TRAILING "*") ARE NOT INCLUDED IN MEAN VALUES (MV) AND STANDARD DEVIATIONS (SD).
SO NUMBER OF CASES MAY BE REDUCED TO NUMBER OF READINGS (NR). ".---" MEANS FAILED OR NOT CALCULATED.
Figure B20 analysis shows that this particular tail number consumes more fuel
than the IFP book level by 1.228% (worse specific range by 1.228%) in average.
Based on the sample in-flight records that were snapshot during the flight, the
deviation to this mean value was ±0.65%. Eleven records were used to calculate
the statistics.
3.5. Conclusion
To illustrate the trend of the aircraft performance deterioration with time, and
based on the feedback from A320 family customers, the following typical in-service
performance values in terms of specific range versus the corresponding IFP level
are as follows:
- after 1 year from delivery: 2.0% below IFP +/- 1%
- after 2 years from delivery: 3.5% below IFP +/- 1%
- after 3 years from delivery: 4.0% below IFP +/- 1%
Overall, three basic methods are available to check the actual performance level
∆SR
of the aircraft versus the book level: the specific range method ( ), the fuel
SR
∆FU ∆FBO
used method ( ), the fuel on board method ( ). Depending on the
FU FBO
method used, part or all of the influencing factors are taken into account. Each
method gives an apparent performance level of the aircraft, which is the
combination of the actual aircraft performance level and of the influencing factors.
Figure B21 illustrates how the specific range method, the fuel used method, the
fuel on board method relate to each other and relative to the IFP baseline.
∆FBO
FBO
PREDICTION VARIATIONS
2% (1% to 3%)
(Flight Profile and Conditions)
∆FU
FU
STABILZATION
1% (0.5% to 1%)
(Flight Path and Atmosphere)
∆SR
SR GLOBAL AIRCRAFT PERFORMANCE
X % (Monitored fuel factor)
DEGRADATION
IFP level
All the above methods naturally have relative advantages and disadvantages
which airlines have to weigh out against each other.
AP2
PRV Snapshots of
C1 .XXXXXX
CODE CNT
PH 849TIEBCK
5000 68
XXXXXX 01.06.59 XXXX
DMU IDENTIFICATION
XXXX XXXXXXXXXX
MOD AP1
C1 .XXXXXX XXXXXX 01.06.59 XXXX XXXX XXXXXXXXXX
C2 001
052 28
PRV
cruise data
PH 849 TIEBCK
5000 68 DMU IDENTIFICATION
AP206.0 000000 SXXXXX XXXXXX XXXXX
PRV PH
MOD AP1
000 052
TIEBCK DMU IDENTIFICATION MOD AP1
C2 001AP206.0 000000 SXXXXX XXXXXX XXXXX 000 052
TAT ALT
052 28 MN SYS (....... BLEED STATUS
.......) APU
C2 001 06.0 000000 SXXXXX XXXXXX XXXXX 000 052
TAT
052 28ALT MN SYS (....... BLEED STATUS
C3 N18.5 37000APU
.......) 0.821 111 1.19 1111 1010 0 0101
1111 1 17 - AF
TAT ALT MN SYS (....... BLEED STATUS
C3 N18.5 37000
.......) APU0.821 111 1.19 1111 1010 0 0101
1111 1 17 - AF
C3 N18.5 37000 0.821 111 1.19 1111 1010 0 0101
1111 1 17 - AF
FLIGHT OPERATIONS OR
DEDICATED STAFF MEMBERS
IDENTIFY
DEGRADED
AIRCRAFT
MANAGEMENT
MAINTENANCE ENGINEERING FLIGHT OPERATIONS AIRFRAME AND POWER
- Monitoring of the engine - Flight planning ENGINEERING
performance - Route restrictions - Long term engine
- Repair airframe non-clean condition monitoring
surfaces (flight control - Assess the effectiveness
rigging, seals, …) of maintenance
- Calibration of airspeed procedures and airframe
system and static sources modifications
- Control of the OEW
1. INTRODUCTION
Data retrieval is the key point to aircraft performance monitoring. The quality and
the quantity of records will govern the reliability of performance monitoring to a
great extent. Two procedures for data retrieval from the aircraft will be detailed:
1. Manual recording of in-flight data based on data monitoring of the cruise
performance.
2. Automatic recording of in-flight data based on the use of data recorders on
board the aircraft.
For all aircraft types, data collection can be performed manually by means of a
dedicated staff member in the cockpit or by one of the pilots. It is worth noticing
that the manual data collection quickly becomes tedious when the aircraft
performance level is monitored systematically and repetitively.
That is why Airbus promotes the automatic data collection (whenever possible) for
routine aircraft performance monitoring. Airbus worked this out and defined a
standard report format produced by aircraft systems and a tool for analysis that is
able to cope with the report without any further handling operations.
Note that both procedures should give the same results and that the choice of the
method remains at the user’s discretion. Both methods are not exclusive and can
be performed simultaneously and independently from each other to increase
reliability of data readings.
3. MANUAL RECORDING
Manual readings have to be performed when the aircraft is not equipped with the
appropriate equipment required for automated data retrieval. The required material
is detailed in the next paragraph.
Doing manual readings requires to comply with strict rules to avoid irrelevant
points. Some highlights will also be given concerning analysis procedures and the
use of recording systems.
These recommendations have been summarized in the form given at the end of
this paragraph.
3.1.1. At dispatch
- Take a copy of the computerized flight plan, the weather forecast and of the
load sheet.
- Take a fuel sample from the refueling truck for analysis and determination
of the fuel LHV. The FLHV of the sample can be determined by specialized
laboratories.
- Check the external aspect of the aircraft to detect any seal degradation, any
flight control surface and door misrigging, any airframe repair, the airframe
surface condition, which all could increase the aircraft drag. Take pictures
and annotate aircraft schematics to detail observations.
- Record the fuel on board (FOB) at Main Engine Start (MES), either by the
on-board fuel quantity indication (FQI).
- Note APU running time after MES and compute APU fuel consumption to
amend engine fuel used (100 / 150 kg / hour).
3.1.3. In flight
- Check the aircraft is flying in cruise on a straight leg that will take at least 15
minutes.
- Perform fuel balancing if unbalance between wing tanks exists. Check fuel
unbalance is not due to a fuel leak.
- Do not touch the thrust levers during the whole subsequent period unless
recordings are stopped because of instability.
- Select air conditioning flow normal, both bleeds packs ON, engine anti-ice
OFF, wing anti-ice OFF.
- Wait for 5 minutes for aircraft stabilization before starting the data recording
(take EGT, ground speed and SAT as references).
- Check the initial drift angle is less than 5 degrees and that the rate of
change does not exceed 0.5 degree per minute.
- Start the recording process after stability criteria are achieved (refer to
paragraph 3.1.4. Data Recording).
Notes
1. When flying on a long-range flight, it is recommended to collect data at different
gross weight/altitude combinations whenever possible (high gross weight/low
altitude at the beginning of a flight, low gross weight/high altitude at the end of
a flight).
2. A visual inspection of spoilers, ailerons, slats and flaps position can be
conducted in cruise, to detect any possible aerodynamic disturbance which
could increase aircraft apparent drag.
3. It is recommended not to start recording before 15 minutes after the top of
climb, in order to avoid transient engine behaviors.
Data recording will be carried out during at least 6 minutes if favorable stability
conditions are maintained.
The following parameters will be recorded at the rate specified in the table below:
In addition the approaching station will be noted, as well as the drift angle. The
drift angle is a triggering condition used to assess one record.
Heading, wind velocity and direction, track will be also monitored so as to
determine their respective impact due to the Coriolis effect. The latter is an
optional step as the Coriolis effect is of a second order effect.
Do not forget to consult weather charts (forecasted and actual ones) to confirm
actual pressure patterns.
The following pages show some pre-formatted forms are available to properly
record the data:
- a check list of what to do before flight,
- an in-flight observation form,
A/C No Flight No
Date From
To
CHECK LIST
AT DISPATCH
Computerized flight plan
Weather forecast
Load sheet
Fuel sample for FLHV analysis
Aircraft visual inspection
Additional recommendations
Do not touch the thrust levers during the whole subsequent period unless recordings are stopped because of instability.
Wait for 5 minutes for aircraft stabilization before starting actual data recording (references are EGT, N1/EPR, ground speed and
SAT).
Check the initial drift angle to be less than 2.5 degrees and rate of change not exceeding 0.5 degree per minute.
Specific checks have to be performed during flight - refer to the in-flight observation form
COMMENTS
In-flight data
REPORT INITIAL WEIGHT KG
AC LO/ECON NO HI DRIFT ANGLE DEG CG %
HEADING DEG
CARGO COOLING ON OFF SAT DEG LATITUDE DEG
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
/ / / / /
HOW TO RECORD IN-FLIGHT PARAMETERS
The input data must be prepared for and analysis according to the following rules:
- Pressure altitude, Mach number, TAT, N1 (or EPR) and fuel flow will be
averaged over the selected 6 minute-portion.
- Aircraft gross weight will be based on the difference between ramp weight at
MES and fuel used at center point of the selected 6 minute-portion.
- The aircraft CG will be calculated from takeoff CG and fuel schedule (when not
part of the recorded data)
- Aircraft acceleration along the flight path (FPAC) will be the slope (linear
regression) of ground speed over the 3-minutes frames ; the same applies for
the vertical speed but sloped through altitude.
FLHV, latitude, heading are introduced to take into account fuel calorific content
and Coriolis / Centrifugal and local gravity effects respectively as discussed in
chapter B.
Then, for each 6-minute segment, one set of data is obtained. The analysis of the
resulting points can be performed with an Airbus specific tool, based on the
specific range method: the APM program.
Statistical elimination can be selected before the analysis in the APM program. For
each parameter (fuel flow, N1/EPR,…), the mean value and the standard deviation
is calculated over all the records. The user can filter these records so as to get rid
of lesser quality readings.
Two filters are implemented in the APM program:
- standard elimination which discards the points which are outside a 95%-
confidence interval
- pre-elimination window which allows the user to eliminate the parameters
which are outside a user’s defined window, which is centered around the mean
value.
4. AUTOMATIC RECORDINGS
To accomplish this, some specific systems are required to get the data at the
relevant format. The next paragraph will give a basic comprehension of the aircraft
recording systems. Note that the description depends on the aircraft type.
4.3.1. Introduction
The analysis requires many parameters for one record or in-
flight data set. Each in-flight data set is like a snapshot of
the aircraft conditions. As many records as possible should
be obtained to increase the reliability of the statistical
results.
This chapter will provide an overview of the various aircraft recording systems and
the way to retrieve the information.
The Aircraft Recording and Monitoring Systems are basically divided into three
categories:
1. The Centralized Fault Display System (CFDS)
2. The Flight Data Recording System (FDRS)
3. The Aircraft Integrated Data System (AIDS) for the A320 family aircraft or the
Aircraft Condition Monitoring System (ACMS) for A330/A340 aircraft
The FDRS and AIDS/ACMS systems are devoted to collecting some aircraft
parameters. The following diagram sums up the functions of both systems. In both
cases, the feedback from the aircraft allows the operators to take the appropriate
actions.
Operational
Recommendation
Incident /
Accident
FDRS Investigations
Engine Condition
Monitoring
Processed
Data
APU
Health
Monitoring
AIDS/ACMS
Aircraft
Performance
Raw Monitoring
Data
Engineering
Specific
Investigations
Maintenance
Action
With the integration of modern state-of-the-art technology like the fly-by-wire and
the Full Authorized Digital Engine Control (FADEC), the complexity of the aircraft
systems led to the development of the Aircraft Integrated Data System.
While the FDRS is intended to assist operators in case of incidents/accidents, the
main objectives of the AIDS/ACMS are more of a preventive nature
Long term trend monitoring of the aircraft performance really takes place in the
frame of maintenance actions and is complementary to all other monitoring actions
on the engines or the APU.
AIDS/ACMS is used to monitor the aircraft systems mainly the engines, the APU
and the aircraft performance in order to perform preventive action. As a
consequence, it will enable operational recommendations to be formulated.
The AIDS/ACMS is mainly interfaced with the Data Management Unit (DMU) or
Flight Data Interface and Management Unit (FDIMU). Depending on the aircraft
configuration, DMU or FDIMU may be fitted on the aircraft.
Basically, the FDIMU is a hardware combining the DMU and FDIU. Only the data
management part of the FDIMU will be considered in the following.
CFDIU
(BITE)
MCDU
AIDS/ACMS data sources
(up to 48 ARINC 429 busses)
AIDS/ACMS DMU
Report (01), (02), (04), (10) and (13) are designed for long term trend analysis.
Report (05) and (11) are designed to collect important engine data used by line
maintenance for engine troubleshooting at run-up or during flight.
When reports (06), (07), (09), (14), (15) or (19) are automatically triggered,
maintenance and investigative actions are required.
Most of these reports allow a change in the trigger limits or in the length of the
report. In addition, user specific trigger conditions can be created for each report
using the Ground Support Equipment tool (see below).
The reports are described in the relevant Aircraft Maintenance Manual, section 31-
36-00 or in the Technical Description Note provided at the aircraft delivery by the
DMU/FDIMU system manufacturer.
DAR Raw
AIDS/ACMS (option) data
FDIMU/DMU
Dumping
from
DMU
memory Airline data processing
via the center
MDDU
Dumping
from
DMU
memory
Snapshot data
via the
DMU reports
SAR files PCMCIA
card
Reports Printer
In-flight data
ATSU
ACARS function
(reports)
The operator has the ability to display any digital data on the aircraft that is
available to the DMU/FDIMU via the MCDU.
MCDU location
This system is essential for engine and aircraft monitoring of important fleets. It
allows to transfer high quantities of data and treat these automatically.
MCDU
Data
loader
Printer
AIDS
RUN STOP *
MAN REQ REP STORED REP
< SEND/PRINT SEND/PRINT
Manual triggering
and downlink of Downlink of
reports automatically
triggered
reports
4.3.3.4. Summary
4.4.1. General
The DMU/FDIMU is configured at the delivery of the aircraft to produce one report
per hour. This may be changed via reprogramming the DMU/FDIMU via the
Ground Support Equipment (GSE). It is the operator’s responsibility to update the
DMU/FDIMU software.
The report <02> provides aircraft and engine data recorded in stabilized cruise.
Some stability conditions and triggering conditions are mandatory so that the
DMU/FDIMU can store data on the report. The stability criteria are given in this
paragraph.
There are actually two different formats of CPR<02> files depending on the
DMU/FDIMU interface used for report retrieval.
- A02/A32102,1,1/CCAI-
002,APR11,153333,EFOU,EFHK,0368/C106,34201,5000,54,0010,0,0100,54,X/CEN17
3,31019,290,782,7080,242,C73001/CNN171,31053,290,783,7080,242/ECSN0001,00
208,00256,00165,73,33,22/EESN0002,00208,00260,00165,73/N10844,0845,0928,5
947,1428,07947/N20844,0845,0929,5888,1443,07827/S115521,0712,1537,4321,39
80,020,006/S215528,0713,1531,4308,4019,018,002/T1099,096,026,46,045,0
6271,0336/T2099,096,023,46,036,06335,0305/V105,00,287,168,03,00,00000/V20
2,02,135,105,01,00,00000/V3XX,XX,XXX,XXX,XXXX/V4XX,XX,XXX,XXX,XXXX/V511,0
1,283,046,0916/V612,02,182,268,0916/V7044,083,00081,22222222222111/V8043,
082,00061,22222222222111/X102541,N002,0017,0000,00000,0000/X202527,0000,0
014,0000,00000,N000/X3N000,0004,N006,N007,N006,N002,N000/X40000,0000,0000
,0000,0000,0000/X50000,0000,0000,0000,0000,0000/X61891,E0256,N625,056,278
,N000,0807/X71893,E0255,N624,055,279,0001,0806,/
- A02/A32102,1,1/CCAI-
002,APR11,104839,LFPG,EFHK,0872/C106,33901,5000,50,0010,0,0100,50,X/CEN25
6,37008,256,790,6865,277,C73001/CNN255,37041,256,791,6865,277/ECSN0001,00
205,00253,00163,73,14,07/EESN0002,00205,00257,00163,73/N10868,0868,0934,6
281,1296,06317/N20868,0869,0935,6209,1308,06231/S112372,0668,1325,4367,42
28,001,004/S212375,0670,1321,4360,4253,N00,001/T1099,079,026,42,042,0
4750,0103/T2099,079,022,43,028,04795,0094/V105,02,303,142,03,00,00000/V20
6,02,137,112,01,00,00000/V3XX,XX,XXX,XXX,XXXX/V4XX,XX,XXX,XXX,XXXX/V511,0
1,283,046,0916/V612,02,182,268,0916/V7043,087,00061,22222222222111/V8042,
087,00081,22222222222111/X103612,N003,0022,0000,00004,N000/X203525,N000,0
020,0000,00004,N000/X3N000,0006,N004,N007,N006,0000,N000/X40000,0000,0000
,0000,0000,0000/X50000,0000,0000,0000,0000,0000/X60293,E0074,N543,030,250
,N011,0812/X70293,E0075,N543,028,252,N012,0813,/
The correspondence between this file and the standard report can be obtained by
tracking the lines identifiers. For instance, the aircraft registration is identified as
A/C in the standard report. It is written on line CC.
In the ACARS-transmitted file, the first characters are:
- A02/A32102,1,1/CCAI-002 […]
Each data is separated by a comma “,”. After a slash “/”, the line identifier is
written. So in this record, we can read AI-002 is the aircraft registration.
The exhaustive description of the print-like file is given to the operators in another
part of the Airbus documentation, the Aircraft Maintenance Manual (AMM) in
section 31-36-00. Read Chapter H-Appendix 5 – AMM extracts, Cruise
Performance Report <02> description.
The lower the quality numbers the better the stable frame report. QA varies
between 0 and 999. Common values seen in routine monitoring are around 40.
The quality numbers are not used as a trigger condition but are used to detect the
best report during a searching period.
The operators can use it so as to eliminate possible irrelevant recordings. Most of
the time, quality numbers are not used because it is hard to get some points,
especially for short-range flights.
Example of trigger logic and conditions for an A320 aircraft fitted with IAE engines
The DMU/FDIMU generates the CPR<02> based on flight hours or flight legs. The
choice is programmable via the GSE.
Depending on the basis for searching, the DMU/FDIMU searches in cruise phase
for report generation with stable frame criteria where the best aircraft quality
number is calculated. The report with the best quality number is then stored in the
report buffer.
Parameter Limit
Inertial Altitude 150 feet
Ground Speed 6 kt
Roll Angle 0.8 degrees
TAT 1.1 degrees
C
N2 0.9 %
EGT 18 degrees
C
Vertical 0.03 g
Acceleration
Mach Number 0.008 Mach
N1 1.6 %
P2 0.05 psia
Fuel Flow 100 kg/h
EPR 0.035
Flight Operations & Line Assistance
Getting to Grips with Aircraft Performance Monitoring 73
HOW TO RECORD IN-FLIGHT PARAMETERS
All the input data were stored in the Cruise Performance Report <02> apart from a
few parameters that are given down below:
- The fuel Lower Heating Value: as this value cannot be read in the report, it
must be obtained from another source. When performing an audit, a fuel
sample will be analyzed and the corresponding FLHV will be identified. In case
of routine performance monitoring, the FLHV will be assumed equal to a
standard value. Most commonly, the value 18590 BTU/LB is used for analysis.
Yet some precautions have to be taken, in order not to bias the calculated
different fuel factors (see Chapter F-Using monitored fuel factor).
- The year of recording may not be stored in reports for some aircraft type. The
year should then be provided for the analysis and for history purposes.
The analysis of the resulting points can be performed with an Airbus specific tool,
based on the specific range method: the APM program. Airbus has implemented a
specific routine that allows automatic loading of cruise performance reports
number 02, when in digital format.
Statistical elimination can be selected before the actual analysis with the APM
program. For each parameter (fuel flow, N1/EPR,…), the mean value and the
standard deviation is calculated over all the records. The user can then filter the
records so as to get rid of inappropriate low quality readings.
Two filters are implemented in the APM program:
- standard elimination which discards the points which are outside a 95%-
confidence interval
- pre-elimination window which enables the user to eliminate the parameters
which are outside a user’s defined window, which is centered on the mean
value
Some other Airbus tools (the IFP program…) are available for these analyses and
may be used. The tool choice is at the airline's discretion.
The following lines deal with the software aspect of cruise performance analysis.
The pre-requisite for this chapter is a basic comprehension of how to get the
parameters from the aircraft, as well as general background on the specific range
method itself.
2.1. Introduction
The Airbus Aircraft Performance Monitoring program (APM) is devoted to high-
speed performance analysis of all Airbus aircraft. It is useful a software anytime
performance analysis is required. Indeed, the APM program enables to compare
the aircraft cruise performance level (fuel consumption, engine parameters,
specific range) as recorded during flight to book value performance data as stored
in the aircraft’s high speed performance databases.
It calculates the deviation of flight parameters such as fuel flow, and N1/EPR
engine parameters from nominal book values. The end result is a delta specific
range, which reflects how far the aircraft is from its book value.
The specific range can of course be worse but also better than the book level
because this book level only represents an average performance level over a
number of brand new aircraft/engine combinations.
The delta specific range is the monitored fuel factor (opposite sign), which will
allow the operator to tune:
- the aircraft FMS flight plan on board the aircraft,
- the computerized flight planning and every high-speed performance related
studies in maintenance servicing, engineering or dispatch of the aircraft.
2.2. Basics
The APM calculates aircraft cruise performance in a so-called deterministic way.
That is with the use of mathematical methods from the fields of probability, optimal
estimation or filtering techniques and by using familiar equations of lift, drag and
engine thrust in stabilized conditions during cruise. The analysis is called the
Specific Range method. For each flight case, in flight recorded data is used to
calculate a measured Specific Range (SR, distance covered per unit of fuel burnt).
Results are then compared to the SR that is predicted for the given flight
conditions (weight, altitude, TAT, Mach) based on a theoretical model. Following
which, the program determines a deviation in specific range. Furthermore, it also
enables a distinction between airframe and engine influence.
By comparing book and measured values of engine power setting, fuel flow and
exhaust gas temperature, a set of deviation parameters is being calculated to be
produced in a result file.
THEORETICAL
Point Theoretical
of Airframe N1 Engine
FF
Cruise
Apparent Airframe
contribution
Aircraft Global
GW Calculated Performance
CG Airframe Actual N1 Engine .FF
EPR degradation
Bleeds
Apparent Engine
Mach
contribution
TAT
Fuel
Flow Airframe Actual N1 Engine
Measured
... FF
Figure D1 – Schematic APM process (FF stands for Fuel Flow)
The input file contains information about Mach number, altitude, TAT, aircraft
gross weight, CG location, bleed flow, FPAC (Flight Path Acceleration), IVV
(Inertial Vertical Velocity).
FFA Actual fuel flow (kg/h, lb/h) Fuel flow for each engine (FFA1, FFA2, ...) Impact on DFFB
Label Parameter Unit Comments Influence on the result
EGT Exhaust gas temperature (°C) To be set for each engine (EGT1, EGT2, ...)
FLHV Fuel lower heating value (BTU/lb) Impact on DSR
WBLL Engine bleed flow (left) (kg/s or Engine 1 flow (twin engine A/C) or sum of Impact on DFFA
lb/s) engines 1 and 2 (4 engine-aircraft)
WBLR Engine bleed flow (right) (kg/s or Engine 2 flow (twin engine A/C) or sum of Impact on DFFA
lb/s) engines 3 and 4 (4 engine-aircraft)
BLC Engine bleed code (–) 0 ... off (no bleed) Impact on DFFA
(alternatively to WBLL and E ... economic (low) AC NORM / AI OFF is recommended
WBLR) N ... normal bleed configuration for performance
H ... high (max) monitoring recording.
Based on the flight mechanics equations, and thanks to some of the parameters
recorded in-flight, it is possible to determine the amount of lift or lift coefficient (CL).
The aerodynamic characteristics of the aircraft are known from the IFP model. The
drag to lift relation and the calculated lift allows to get the corresponding amount of
drag (CD).
In the flight mechanics equation, the drag is the required thrust to maintain the
flight. The thrust at N1 (in the example) is deduced from the IFP engine model,
giving us the N1 as per the book level or theoretical N1 (N1TH).
Second, at a given N1, the IFP model allows us to determine what the fuel flow is.
The fuel flow corresponding to the measured N1 (N1A) is called the Calculated
Fuel Flow (FFC). The fuel flow corresponding to the theoretical N1 (N1TH) is
called the theoretical fuel flow (FFTH).
The APM output file also provides average figures for the two (or four) engines:
DFFB is only linked to N1/EPR and FF recordings, and is independent of the EPR
thrust relationship and of the associated engine model. This means that a high
level of confidence can be given to the DFFB value.
DFFB is also linked to the fuel lower heating value (FLHV). The Airbus nominal
value is 18590 Btu/lb. The FLHV is used to calculate theoretical parameters such
as the fuel flow (FFTH), the N1/EPR (N1TH/EPRTH).
DFFA is linked to flight conditions. Flight conditions are the main source of error,
especially inaccurate aircraft gross weight (payload based on standard weights)
and non-negligible FPAC. Therefore, the DFFA value needs to be interpreted with
the utmost precaution.
In other words, a high DFFA does not necessarily indicate a high aerodynamic
deterioration of the airframe. An altered EPR/thrust relationship versus the
reference engine can be responsible for part of the deviation. This is also valid for
a brand new engine.
All APM results should be compared to the result of the performance tests carried
out during the first flight of the aircraft. This is valid provided the engines on the
wings are the same. Some differences can be expected because the first flight of
the aircraft is outside normal operational constraints.
2.5.1. General
The APM program features a statistical elimination of measurement points. For the
output results DN1/DEPR, DFFA, DFFB, and DSR, the mean value and the
standard deviation are calculated.
A low standard deviation value provides a high level of confidence, since it means
that all results are consistent and within a limited range.
The mean value characterizes the "central tendency" or "location" of the data.
Although the average is the value most likely to be observed, many of the actual
values are different from the mean. When assessing control materials, it is obvious
that technologists will not achieve the mean value each and every time a check is
being performed. The values observed would show a dispersion or distribution
around the mean, and this distribution would need to be characterized to set a
range of acceptable control values.
σ=
∑ (x i − x) 2
(n − 1)
where xi measurement number i
x mean value of all the measurement points
n number of measurement points
2.5.5. Variance
Another statistical term that is related to the distribution is the variance, which is
the standard deviation squared (variance = σ² ). The STANDARD DEVIATION
may be either positive or negative in value because it is calculated as a square
root, which can be either positive or negative. By squaring the STANDARD
DEVIATION, the problem of signs is eliminated. One common application of the
variance is its use in the determination whether there is a statistically significant
difference in the imprecision between different methods.
Number of 68%
events
95%
The normal distribution is also known as the Gaussian distribution after its
inceptor, Johann Carl Fredirich Gauss.
The APM program has evolved over the past twenty years so as to account for
automated correction calculations to take into account part of the influencing
factors.
Amongst these, the Coriolis effect is taken into account. Entering the aircraft
position and heading will make the influence calculated automatically.
Note: No FPAC / IVV, C.G. corrections taken into account in the A300B2 / B4 program.
The bleed flow asymmetry has an impact on the theoretical fuel flow (FFTH). The
APM program must use the mean value of left and right bleed flows to iterate the
FFTH. A 10%-margin was retained so as to avoid error in calculating the DSR
greater than 0.1%. More precisely, when the data is read from a CPR<02>, the
bleed flow is defined by pack left/right flows. The APM program cope with these
two values by:
- averaging both values to get a single value,
- reading in the engine high speed database the related fuel flow by interpolating
between two bleed ratings (OFF, LO/ECON, NORM, HI).
In practice, bleed flows between both packs can be different. This item is more
significant on A320 aircraft types, where the old standard of Flow Control
components (including flow control valves) had a less restrictive industrial
tolerance than the newer standard. Airbus published a specific Service Information
Letter (SIL) to inform airlines of this issue. This SIL is given in Chapter H -
Appendix 4 – Airbus Service Information Letter 21-091.
The APM program will evidence that some troubleshooting may be required on
this specific ATA 21 item. The Trouble Shooting Manual (TSM) contains a couple
of entries in the form of crew observations in section 21-51. The procedures will
lead relevant trouble shooting procedures.
(B) with the possibility of engine-to-engine model alteration (N1 (EPR) /thrust
relationship).
LOWER DRAG
CL (Lift)
}
Mach number, Altitude, TAT
Aircraft weight, CG position AIRCRAFT
FPAC, IVV, Bleed flow DRAG POLAR
DFFB
DSR DFFA
FUEL FLOW CD (Drag)
FFA FF th FFC Thrust
N1 meas
HIGHER THRUST
THERMODYNAMICS N1 th
N1
ENGINE MODEL
It can run on many computer platforms to satisfy the airlines’ particular needs.
These platforms are:
- Personal computers equipped with Microsoft Windows
- Mainframes (IBM-MVS/VM systems…)
- Unix workstations
E. RESULTS APPRAISAL
1. INTRODUCTION
This chapter deals with the way to relate the results of the cruise performance
analysis to a practical interpretation and gives hints at understanding where the
apparent deterioration that is measured on an aircraft may come from and, in
some cases, gives recommendations to actually improve the aircraft’s condition.
The following is focusing on results obtained with the APM program. The pre-
requisite for this chapter is a good knowledge of the APM program and of the
output data that it can produce. More details on that subject are given in Chapter
D-Cruise performance analysis.
The above figure proves that a positive N1/EPR deviation results in a positive
DFFA.
Case 1 - DN11 and DN12 >0 and thus DFFA1 and DFFA2 >0
DFFA> 0, i.e. higher apparent drag or lower thrust at N1than model
Case 2 - DN11 and DN12 <0 and thus DFFA1 and DFFA2<0
DFFA<0 i.e. lower apparent drag (or higher thrust at N1) than model
3. EXAMPLE
This paragraph is based on a cruise performance analysis that was performed for
an A310-304 fitted with CF6-80C2A2 in year 1990.
Figure E2 shows manual readings that were taken at that time. The three stable
points identified from the manual recordings of Figure E2 were processed by APM.
Only two of these were retained by the statistical procedure and are framed in
Figure E3.
The result of DFFA and DFFB (with DFFA < 0 and DFFB > 0 and DFFA < DFFB) is
a marginal deviation in DSR (-0.56%). Higher engine fuel consumption than model
is very often observed and at times is partially compensated by an apparently
better than nominal aerodynamic condition as exemplified in the APM outputs
shown in Figure E3.
4. REMARKS
A few remarks are given below, based on the feedback Airbus has had from the
operators. Any suggestion or comment on this part is welcome. These remarks
apply to both manual and automatic readings.
4. For A300/A310 Aircraft asymmetry drag diagnosis can be performed using the
Zero Control Wheel technique (FCOM 2.02.09 for A310 / A300-600).
4. As a reminder, the analysis performed with the Airbus tools is based on aircraft
models or databases called IFP databases or High Speed Performance
databases. These databases are valid for cruise analysis in the expected usual
operational conditions. Should not-expected conditions be encountered, the
cruise performance analysis could be biased due to an aircraft database effect.
For instance, points recorded below 20000 feet (it sometimes occurs even
though the systems for automatic retrieval are configured not to record such
points), should be disregarded. However a range of altitudes above 20000 ft
should be recorded to have a spectrum of different wing loading (W/δ) so as to
assess the consistency of any positive or negative SR deviation.
1. INTRODUCTION
Airline Flight Planning systems are based on a reference aircraft performance
level (book level or IFP level, see paragraph A-1. The book level). In order to
establish a fuel policy, an adjustment of this level is required by most of the
regulations (e.g. JAR-OPS) in order to get scheduled flight planning consistent
with the actual aircraft performance level.
On the other hand, the FMS onboard the aircraft also performs fuel consumption
predictions based on a reference model: the FMS performance database. The
PERF FACTOR entered in the MCDU helps to the FMS predictions.
In the following, the term "fuel factor" will be applied to both mathematically factor
(ie the modified fuel flow is the reference fuel flow times the fuel factor) or
arithmetic deviation (in percent, ie the modified fuel flow is the reference fuel flow,
times the fuel factor plus 1). The same terminology will be used and the symbol %
will be added to deviations in percentage.
2.1. Purpose
The intent of this paragraph is to explain how to tune the FMGEC/FMC fuel
predictions using the PERF FACTOR. It mostly synthesizes the contents of the
Flight Crew Operating Manual focusing on the FMS PERF FACTOR.
Should a discrepancy be noticed between the following and the FCOM, the latter
prevails.
The PDB is derived from the IFP aircraft databases, which is consistent with the
book level (see also A-1. The book level). Slight simplifications were taken into
account because of the limited size of the FMS memory. For example, only one air
conditioning setting is available (LO/ECON as appropriate).
For aircraft fitted with FMS2, the FMS PDB is part of the FM software. Its update is
subject to a Service Bulletin and installation of a new PDB part number.
2.4.1. General
The FMS PERF FACTOR is used for fuel prediction computation within the Flight
Management part of the FMGS. The PERF FACTOR is a positive or negative
percentage that is used to tune the predicted fuel flow used for fuel prediction
computation. In other words, the PERF FACTOR is used to adjust the FMS aircraft
performance level to the actual aircraft performance capability.
PERF FACTOR(%)
FFPRED = FFMODEL × 1 +
100
In the following, the FMS performance factor will be referred to as FMS PERF
FACTOR or PERF FACTOR.
On the other hand, the size of the FMS performance database is not sufficient to
contain all the different aircraft performance models. Depending on the
aircraft/engine combination, the FMS performance model may not be exactly the
one of the aircraft on which it is installed. As a consequence, the engine type that
is displayed on A/C STATUS page may not correspond to the installed one.
Therefore, a correction should be applied when the aircraft FMS database does
not exactly fit to the aircraft model. It results in FMS predictions consistent with the
aircraft book level.
Figure F1 - Effect of the FLHV on the monitored fuel factor for the FMS predictions
The arrows “1” represent the monitored fuel factor, based on a 18590 BTU/LB. If
this monitored fuel factor is entered in the MCDU, the fuel predictions will be
consistent with LEVEL 2 (see figure F1). FMS predictions will be hence somewhat
penalized. Correcting the monitored fuel factor (arrow “2”) ensures the FMS
predictions are consistent with LEVEL 1 (see figure F1).
Keeping in mind the FMS predictions are based on a 18400-FLHV, the corrected
monitored fuel factor is equal to the monitored fuel factor corrected for the FLHV
effect, that is to say:
18400
2 .0 % − 1 − × 100 ≈ 0.98% ≈ 1.0%
18590
On aircraft fitted with FMS2, the default PERF FACTOR is either 0.0 (hardware) or
is defined in the FMS Airline Modifiable Information (AMI) file, also called FM
airline configuration file. The basic value defined in the AMI file corresponds to 1.0.
For more information on that subject, read Flight Crew Operating Manual (FCOM),
section 1.22.10 P2.
Of course, the PERF FACTOR that is entered in the MCDU overrides the default
value.
This paragraph details the basic FMS PERF FACTOR to be considered when
updating the FMS PERF FACTOR. The following figures are given in percentage.
Note: The FMS performance databases are based on a default Fuel Lower Heating Value
(FLHV, see also paragraph "B-3.4.3.1.Fuel Lower Heating Value (Fuel LHV)") set to
18400 BTU/LB. So, when FLHV goes up from 18400 BTU/LB to 18590 BTU/LB, it is
necessary to reset the performance factor values to –1.0%.
For all these aircraft the basic performance factor is given below.
2.5.3.1.1. FMS1
Perf Factor
A319-113 CFM56-5A4 0.0
2.5.3.1.2. FMS2
Perf Factor
A319-113 CFM56-5A4 0.0
A319-114 CFM56-5A5 0.0
2.5.3.2.1. FMS1
Non /P /P
SAC DAC SAC DAC
A319-111 CFM56-5B5 0.0 0.0 -4.5 -3.5
2.5.3.2.2. FMS2
Non /P /P
SAC DAC SAC DAC
A319-111 CFM56-5B5 4.5 4.5 0.0 1.0
2.5.4.1. FMS1
Perf Factor
2.5.4.2. FMS2
Perf Factor
2.5.5.1. FMS1
Perf Factor
A330-202 CF6-80E1A2 -1.0
A330-223 PW4168A -1.0
2.5.5.2. FMS2
Perf Factor
A330-201 CF6-80E1A2 -1.0
2.5.6.1. FMS1
Perf Factor
A340-211 CFM56-5C2 -1.5
A340-212 CFM56-5C3 -3.0
2.5.6.2. FMS2
Perf Factor
A340-211 CFM56-5C2 -2.0
Airbus recommends that only authorized and qualified staff members perform this
procedure. The crew should not change the value by themselves.
Note: On fly-by-wire aircraft, the PERF FACTOR is displayed in CYAN when on ground
(modifiable) and in GREEN when airborne or when no change code was entered (not
modifiable). It is displayed in large blue font, following a modification.
If no PERF FACTOR was entered, the Airline Modifiable Information (AMI) values
are taken into account and are displayed in small font. Changing the PERF
FACTOR value thanks to the below procedure will over-ride the PERF FACTOR
value that is defined in the AMI.
The airline may change the ARM code by modifying the NAV DATA BASE policy
file.
First, PERF FACTOR is an FMS internal correction. It is not sent to any other
computer linked to the FMS (FADEC, EIU…).
Second, as defined above, the PERF FACTOR basically modifies the FMS
predicted fuel flow. Hence, it impacts the items listed below.
The EFOB is calculated based on integration of the predicted fuel flow over time.
Thus, the PERF FACTOR has an influence of the EFOB displayed on both MCDU
PERF and F-PLN pages.
Also, the estimated landing weight is calculated taking into account the zero fuel
weight (ZFW) entered in the MCDU and the EFOB at destination. Consequently,
the PERF FACTOR has also an impact on the estimated landing weight at
destination.
The ECON speeds are calculated so as to minimize the cost function. The cost
function depends on the predicted fuel flow or predicted specific range, on the
Cost Index entered in the MCDU and on the ground speed.
The PERF FACTOR therefore has an influence on the predicted ECON speeds.
The Cost Index used for ECON speeds computation is modified according to the
following formula:
CI
CI PF =
PERF FACTOR
1+
100
Yet, the influence of the PERF FACTOR is quite small. The highest deviations are
generally observed at high gross weights. The effect is more significant on
A330/A340 aircraft types.
As a general rule, the higher the PERF FACTOR, the lower the ECON speeds.
The FMS computes flight characteristic speeds and displays the predicted values
in the MCDU PERF pages. As a reminder, the characteristic speeds are F, S and
O speeds during the T/O and APPR phases, VLS and VAPP CONF3 and CONF
FULL during the APPR phase.
The characteristic speeds are calculated based on the predicted aircraft gross
weight, which is the sum of the zero fuel weight (ZFW) and the estimated fuel on
board (EFOB).
As the PERF FACTOR modifies the EFOB, it also impacts characteristic speeds.
The higher the PERF FACTOR, the lower the EFOB, the lower the characteristic
speeds.
The FMS RECommended MAXimum ALTitude (REC MAX ALT) is defined as the
altitude, which can be:
- flown with a speed higher than GREEN DOT and lower than VMO/MMO,
- reached with a minimum vertical speed of 300ft/mn at Max climb thrust,
- flown in level flight without acceleration with an engine rating less than Max
cruise,
- reached before buffeting (the margin depends on the aircraft models, 0.3g for
fly-by-wire aircraft)
The REC MAX ALT is less than or equal to the CERtified MAXimum ALTitude as
provided in the Airplane Flight Manual (AFM). This calculation is permanently
updated during flight.
The REC MAX ALT is a pre-computed value function of the aircraft gross weight
and the ISA deviation (the ISA model is defined in the FMGEC thanks to the
temperature and the tropopause altitude that are entered in the MCDU).
As a consequence, the PERF FACTOR has no influence on the REC MAX ALT.
The Optimum Altitude function is defined as the altitude at which the cost, - and at
the optimum speed, - at its minimum. This calculation is permanently updated
during flight.
The calculation is made taking into account: the Cost Index, the aircraft gross
weight (GW), the wind model, the temperature model (International Standard
Atmosphere) and the ISA deviation.
Since the PERF FACTOR modifies the fuel flow, it changes the cost function. As a
consequence, the OPT ALT is also impacted.
A positive PERF FACTOR decreases the OPT ALT, all other conditions being
fixed.
Each operator has his own fuel policy and tools to prepare the required flight
planning. Some operators have built in-house programs. Some others subcontract
this to third party specialized in that area.
No matter which the option is chosen by the operator, all flight planning is basically
based on:
- the Airbus aircraft High Speed Performance databases (IFP databases, FMS
IFP databases, see paragraph A-1.The book level)
- The Airbus IFP program (see 0-4.Airbus Tools)
The intent of the following lines is to clarify Airbus recommendations in term of fuel
factor for flight planning preparation.
The following picture illustrates the different fuel quantities and associated flight
phases of a typical trip.
The fuel factor defined in flight planning will modify (except fixed values of course):
- the trip fuel
- the contingency fuel (generally a percentage of the trip fuel)
- the alternate fuel
- the final reserve (holding at alternate fuel)
- the additional fuel
Basically, the nominal performance level that is used in flight planning systems is
the same as the Airbus book level (or IFP level, see A-1.The book level).
2. When determining a flight plan (or a part of it) at Cost Index ECON speeds,
• the ECON speeds must be calculated taking into account the FMS PERF
FACTOR
• the flight plan must be calculated with the pre-calculated ECON speeds,
using a method consistent with the standard IFP algorithm and taking into
account the monitored fuel factor.
Note: Read paragraph 4. Airbus Tools and Fuel Factor to have more information on the
capabilities of the Airbus tools covering that subject.
3. The Fuel Lower Heating Value is included within airline information pertaining
to Flight Planning. The FLHV should be the same as the one used for the
cruise performance analysis. If not, a correction will be applied on the
monitored fuel factor.
If the FLHV for cruise performance analysis is 1% higher than the FLHV used
in the flight planning system, decrease the monitored fuel factor by 1%.
For example, if :
1. the cruise performance analysis is performed with a FLHV equal to 18590
BTU/LB, and
2. the flight planning is calculated based on a FLHV equal to 18400 BTU/LB,
and
3. the monitored fuel factor is equal to 2%
Assuming no Cost Index calculation is done, the flight planning fuel factor is
equal to the monitored fuel factor corrected for the FLHV effect, that is to say:
18400
2 .0 % − 1 − × 100 ≈ 0.98% ≈ 1.0%
18590
4. The FMS PERF FACTOR should be indicated on the computerized flight plan
so that pilots can check the computerized flight planning and FMS predictions
are consistent with each other. Of course, the FMS PERF FACTOR can be
different from the flight planning fuel factor determined above. But the pilots
only have at hand the fuel factor that is defined for the FMS predictions, that is
to say, the FMS PERF FACTOR.
5. The FMS predictions are updated in real-time, based on the actual flight
profile. The Computerized Flight Planning is established at dispatch and
does not include any correction for deviations from planned conditions.
Apart from the routing errors, the figures in both cases are quite consistent with
each other.
The IFP FMS mode should be used with the following assumptions:
1. FLHV set equal to 18400. BTU/LB (as in the on-board FMS)
2. LO/ECON air conditioning
3. Fuel Consumption Factor set equal to (1+FMS PERF FACTOR(%)/100)
4. Drag factor set equal to 1.0
5. Atmospheric conditions as close as possible to the ones used by the FMS
6. Speeds as applicable
The HYBRID mode will perform the ECON speeds and fuel flow calculations. The
fuel factor(s) have an influence on both types of items. The point is that two
different fuel factor(s) must be used:
- FMS PERF FACTOR to obtain ECON speeds
- Monitored fuel factor to obtain fuel flows
In the IFP, only one consumption factor can be entered. The following gives Airbus
recommendations to bypass that constraint.
The FLHV is used during the calculation of fuel flows. Basically, the higher the
FLHV, the lower the fuel flow. The whole idea is to modify the FLHV by a certain
amount in order to compensate for the difference between the FMS PERF
FACTOR and the monitored fuel factor, that is to say, to compensate the Basic
FMS PERF FACTOR.
FLHVCORR − FLHVACTUAL
= ∆FMS _ PERF _ FACTOR(%)
FLHVACTUAL
Then,
The IFP HYBRID mode should be used with the following assumptions:
1. Corrected FLHV (see above)
2. Air conditioning/Anti Ice as appropriate
3. Fuel Consumption Factor set equal to (1+FMS PERF FACTOR(%)/100)
4. Drag factor set equal to 1.0
5. Atmospheric conditions as close as possible to the actual ones
6. Cost Index as applicable
For a given cost index and fuel factor, speeds given in this mode are thus the
same as those flown by the aircraft in identical conditions. The fuel consumption
may be slightly different from the ones actually observed, since there are some
simplifications, like the assumption of low air conditioning and no anti ice whatever
the actual bleed flow. Another restriction: only flight conditions that can be flown
under FMS managed mode by the crew are available for computation.
The intent of this paragraph is to explain how to use the FLIP program to
reproduce actual FMS predictions on board the aircraft.
The Standard Flight Planning with FMS speeds will perform the ECON speeds and
fuel flow calculations. The fuel factor(s) have an influence on these two items. The
point is that two different fuel factor(s) must be used:
- FMS PERF FACTOR to obtain ECON speeds
- Monitored fuel factor to obtain fuel flows
In the FLIP, only one consumption factor can be entered. The following gives
Airbus recommendations to bypass this constraint.
The FLHV is used during the calculation of fuel flows. Basically speaking the
higher the FLHV, the lower the fuel flow. The point is to modify the FLHV by a
certain amount in order to compensate for the difference between the FMS PERF
FACTOR and the monitored fuel factor, that is to say, to compensate the Basic
FMS PERF FACTOR.
FLHVCORR − FLHVACTUAL
= ∆FMS _ PERF _ FACTOR(%)
FLHVACTUAL
Then,
The Standard Flight Planning with FMS speeds mission should be used with the
following assumptions:
1. Use ECON speeds (managed mode)
2. Corrected FLHV (see above)
3. air conditioning/anti ice as appropriate
4. Fuel Consumption Factor set equal to (1+FMS PERF FACTOR(%)/100)
5. Thrust factor set equal to 1.0
6. Atmospheric conditions as close as possible to the actual ones
7. Cost Index as applicable
1. INTRODUCTION
When implementing routine aircraft performance monitoring one of the tasks is to
define some indicators and trigger conditions that may help deciding WHEN to
actually change the aircraft fuel factors. The intent of this paragraph is to give
Airbus recommendations to the operators updating of the Flight Planning fuel
factor and the FMS PERF FACTOR. It is the operator's responsibility to implement
this update procedure within its company fuel policy.
The previous paragraphs made an exhaustive review of the different ways to put
these indicators into place: monitored fuel factor, monitored delta specific range…
This chapter focuses on the main items that must be taken into account and
illustrates this with examples coming from the field.
With these few points, an FMS PERF FACTOR and a flight planning fuel factor are
determined in accordance with chapter F-Using the monitored fuel factor. The
FMS and flight planning system are adjusted with these factors.
Later on, fuel factors are adjusted for each individual aircraft by means of aircraft
performance monitoring. At the very beginning of the operation, an additional
cross check may be performed with another method to assess the quality of the
aircraft performance monitoring method.
Airlines usually tailor the performance factor to each individual aircraft. Refining
the cruise performance analysis at the tail number level allows to adjust the book
level to the actual aircraft performance of each tail number. Thus, for a given tail
number, the computerized flight planning, the FMS predictions and any route study
will be customized to each individual aircraft.
4.1. Introduction
Changing the fuel factors is defined in each airline fuel policy. It may vary a lot
depending on the airline structure and means available for flight planning and flight
operations. The following will show some examples, which cannot be put into
place "as is" but should anyway be adapted to each individual airline’s needs.
Whatever the airline policy, some techniques are usually used to monitor the trend
of the fuel factor evolution versus time.
4
Monitored Fuel Factor (%)
Tail #1
Trend curve
1
Sep-01 Oct-01 Nov-01 Dec-01 Jan-02 Feb-02 Mar-02 Apr-02 May-02
Month
This state of affairs imposes to be careful when changing the fuel factor. Indeed,
changing it based on the monitored fuel factor over the preceding month will make
the fuel factor go up and down by a few decimals. Some techniques are possible
to get around these ups and downs. Some examples are given in paragraphs
follows.
This rule applies for fuel factors determination. Aircraft performance monitoring
with the APM program may also be used to monitor the aircraft and engine
condition. In that case, the frequency must be adapted in order not to smooth the
variations of the different and to hide some indicators.
4.2.3. Two examples of trigger condition for updating the fuel factors
The two examples explained below illustrate the way the decision to change the
fuel factor is made in two different airlines. This procedure depends on the amount
of conservatism the airline is ready to add to fuel fact determination of the fuel
factor.
Indeed, changing fuel factors too early will increase predicted aircraft fuel
consumption on computerized flight planning, leading to possibly carry more fuel
than required. Airbus has not yet performed any check concerning the possible
impact and is ready to discuss this item with any airline interested in the subject.
Yet, the uncertainty on the monitored fuel factor is such that this does not affect
the operations in a large extent.
Figure G2 on next page shows the actual monitored fuel factor as measured each
month, and the associated retained monitored fuel factor.
3.5
1.5
1
Sep-01 Oct-01 Nov-01 Dec-01 Jan-02 Feb-02 Mar-02 Apr-02 May-02
Month
Actual Monitored Fuel Factor Retained Monitored Fuel Factor
This example assumes a minimum delta of 0.5% is the condition for the update of
the fuel factor.
In October 2001, the monitored fuel factor was set to 2.5 %. All the fuel factors
(FMS PERF FACTOR, Flight Planning fuel factor…) were updated taking into
account this new value.
In the following months, until March 2002, the monitored fuel factor was being
evaluated monthly to be compared to the previous one retained (2.5%). None of
the monitored fuel factors got above 2.5% + 0.5% = 3.0%, so no update was
performed. In April 2002, the monitored fuel factor got equal to 3.0%. The retained
fuel factor became 3.0% instead of 2.5%, because the margin was exceeded.
In May 2002, the monitored fuel factor got below 3.0% again. No change is made
to avoid ups and downs (which cannot be avoided around the step values).
Using this technique, one could also imagine to retain a more conservative fuel
factor envelope (i.e. changing the fuel factor as soon as a monitored factor goes
above the retained one). In figure G2, we would set the retained fuel factor to 3.0%
starting as from October 2001.
Generally, this technique is more sophisticated and gives a more accurate trend
line.
Figure G3 shows the evolution of the actual monitored fuel factor and the retained
one over time. The actual monitored fuel factors were averaged over the last three
months, which gives quite acceptable results and trends.
3.5
Monitored Fuel Factor (%)
3 3
2.9
2.8 2.8 2.8
2.7
2.6
2.5 2.5
2.4
1.5
1
Sep-01 Oct-01 Nov-01 Dec-01 Jan-02 Feb-02 Mar-02 Apr-02 May-02
Month
Actual Monitored Fuel Factor Retained Monitored Fuel Factor
Using this technique is a little bit more sophisticated than the previous. The
advantage of the method is that it minimizes possible errors and allows to really
stick to the fuel factor trend line.
Of course, this smoothing technique is a quite simple (but efficient) one, and one
could imagine developing a specific smoothing technique based on polynoms or
the like. Airbus is prepared to share its view with any airline interested, and for the
sake of airline operations improvement.
Airline Flight Operations staff members should define the different fuel factor(s)
based on an aircraft performance monitoring method. For routine aircraft
performance monitoring, the Specific Range method and the use of the APM
program will facilitate recurrent analysis.
Note: The AMM does not provide any procedure to change this factor.
Airline Flight Operations will trigger a change in fuel factor(s) and provide the
relevant figures to supervisory management and to operational teams:
- in charge of the flight planning system update (Flight Planning Office)
- in charge of updating of the FMS PERF FACTOR on board the aircraft
(Maintenance, Avionics…)
H. APPENDICES
This chapter gathers additional material dealing with aircraft performance
monitoring.
1.1.1.1. Objectives
In order to better understand the main objectives of the PEP for Windows working
environment we first need to recall that the previous working environment was
based on the DOS operating system. Each performance calculation program had
been developed separately from the others.
This is why the main objectives of this working environment are :
- To provide a working environment using the Microsoft Windows © operating
system for all Airbus performance computation programs.
- To harmonize layout and behavior of all program interfaces.
- To improve user-friendliness of these user interfaces.
- To develop and introduce new tools in order to ease the handling and
management of data.
- To improve access to Performance Programs documentation by the user
thanks to an On-line Help.
Some of these objectives have been achieved through one of the PEP version 1
(16-bit for transition) and others through the PEP version 2 (32-bit).
1.1.1.2. Scope
The PEP for Windows working environment is applicable to all Airbus Performance
Calculations.
Calculation programs plugged into the PEP for Windows structure provide “low
speed” and “high speed” performance for all A320 FAMILY, A300, A310, A330 and
A340 Airbus aircraft types.
The PEP for Windows platform provides access to the following Airbus Aircraft
Performance Programs :
APM program: It allows the user to compare and monitor the actual
aircraft In-flight performance level versus the theoretical baseline all
along the aircraft life for all Airbus aircraft types.
NLC program: It has replaced the Noise Definition Manual (NDM) for
some aircraft types and can compute on ground and in flight noise level
for all Airbus aircraft types. The In-flight part of NLC uses flight paths
calculated with the OFP program at takeoff or in approach.
The main tasks in which the IFP program can assist the engineer are:
Fuel burn makes up for ten percent of the direct operating costs. Engine
maintenance makes up for another quarter. The operator's main concern is
therefore to have high quality information about the condition and the performance
of the aircraft whenever needed.
That’s why Airbus feels deeply involved in aircraft performance monitoring and as
a consequence has been proposing for years some tools for aircraft performance
monitoring as well as some guidelines for performing aircraft performance audits.
Commercial flight planning providers like Jeppesen, SITA or Air Data provide
accurate routing information taking into account actual weather conditions, but
these systems work with pre-calculated aircraft performance data.
For some critical routes, this level of precision may not be high enough to allow for
a financially sound operation. This is why Airbus provides the ability for the
operator to validate the fuel burn predicted by such commercial flight plans with its
own software, the FLIP.
The SCAP programs are not embodied in the PEP for Windows environment, but
are available upon request from operators receiving the PEP for Windows product.
The Fuel Used (FU) analysis is conducted under normal flying conditions and does
not require stabilized conditions. It is less restrictive then the Specific Range (SR)
analysis in terms of stability and data acquisition requirements, the autothrottle
being allowed to remain selected.
Indeed, the SR method is based on a short time span measurement that needs to
satisfy stringent criteria, the FU method relies an a long time span measurement
(not shorter than 30 minutes) that is very flexible in terms of data acquisition
requirements. Although it is more easily integrated into daily cockpit recording, the
efficiency of this method is not very high. Due to the relatively long time intervals
(around 40 minutes) the relevant parameters change significantly and require
careful integration (averaging) time to avoid misleading conclusions. Conclusions
of the FU method are only suited to operationally oriented departments as
technical engineering departments. Do not attempt to obtain the diagnostic
information potentially available from the SR method trends.
At high drift angles (> 5 degrees) the wind triangle equations must be taken into
account to correctly calculate TAS, GS and longitudinal wind component.
2.2.2. In flight
- Autothrottle: ON
- Autopilot: As required e.g. ALT HLD / HDG / NAV
or ALT HLD / NAV
or PROF / NAV
- Air conditioning: NORM
- Anti-icing: OFF
- Trimming: ZCW on A310 / A300-600
• Whenever possible, the analysis will be conducted on selected data frames, meeting
the following stability criteria:
∆Zp < 50 feet/ 30 minutes
∆SAT < 5°C / 30 minutes
∆GS < 10 kts / 30 minutes
∆TAS < 10 kts / 30 minutes
• Note the accurate values of fuel used engine 1 & 2 (FU1 & FU2) at initial time
• Record data for at least 30 minutes, if conditions permit, from start of period every 5
minutes until the end, using adjacent fuel-used recording form:
• Note the accurate values of fuel used engine 1 & 2 (FU1 & FU2) at initial time
• Note also latitude or station approaching, drift, heading, wind velocity / direction, track
/ course for calculation of effects mentioned in section 3.
• Do not forget to consult weather charts (forecasts and actual) to confirm pressure
patterns
• On A310/A300-600, do not omit to mention TCCS / ARCCS on or off
• Do not omit to note tail number, date flight sector for referencing
− Average TAT/SAT
− Fuel used = (fuel used at end – fuel used at start) or (FQI start – FQI end)
− Aircraft CG (based on takeoff CG and fuel burn schedule (if not mentioned).
The IFP is then used to compute the predicted fuel used for the aircraft flying at the
average recorded flight conditions, over a time span equal to ∆t and starting at a weight
equal to GW start. The ratio of measured and predicted fuel used will provide the level of
performance relative to the published model. The following schematic shows the
procedure flow:
2.3.1. Notes
1) Selection of several 40-minutes samples from the recorded data allows a mean value
to be obtained and measurement scatter to be evaluated, which is indicative of flight
stability and smoothness.
As in the FU-method all flight parameters are averaged over time segments to
allow a numeric approximation per flight phase prior to input into the flight plan
recalculation.
The following pages show an example of technical description for the DMU/FDIMU
cruise performance report. The following was extracted from a documentation for
an A320 aircraft fitted with an IAE engine.
As a reminder, this file may be used as the primary source of information for
routine performance monitoring.
(1) Cruise Performance Report Data Field Description (Engine Type IAE)
+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| TAT/ALT/CAS/| In the report line CE is the averange value for |
| MN/GW/CG | F02 * 20 sec. of System 1 parameters printed. |
| | |
| | In the report line CN is the averange value for |
| | F02 * 20 sec. of System 2 parameters printed. |
|--------------|------------------------------------------------------|
| ESN | Engine Serial Number |
| 999999 | (000000 to 999999) |
| | Eng 1 param. 7C.1.046.01 digit 3, 2, 1 |
| | 7C.1.047.01 digit 6, 5, 4 |
| | Eng 2 param. 7C.2.046.01 digit 3, 2, 1 |
| | 7C.2.047.01 digit 6, 5, 4 |
|--------------|------------------------------------------------------|
| EHRS | Engine Flight Hours |
| 99999 | (00000 to 99999 hours) |
| | DMU Engine 1 and Engine 2 |
|--------------|------------------------------------------------------|
| ECYC | Engine Cycle |
| 99999 | (00000 to 99999) |
|--------------|------------------------------------------------------|
| AP | Auto Pilot Status |
| 99 | (00 to G8) |
| | FMGC 1 and 2 (FGC part) for Auto Pilot AP1 and AP2 |
| | |
&23<
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Cruise Performance Report <02>
(Engine Type IAE)
Figure 012
ABBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBC
D D Config-2 Aug 01/02
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| | XX Auto Pilot Modes: |
| | || |
| | ||__Lateral Modes: 0 = NO MODE |
| | | 1 = HEADING |
| | | 2 = TRACK |
| | | 3 = NAV |
| | | 4 = LOC CAPTURE |
| | | 5 = LOC TRACK |
| | | 6 = LAND TRACK |
| | | 7 = RUNWAY |
| | | 8 = ROLL GO AROUND |
| | | |
| | |__Longitudinal Modes: 0 = NO MODE |
| | 1 = PITCH G/A |
| | 2 = PITCH T/O |
| | 3 = G/S TRACK |
| | 4 = G/S CAPTURE |
| | 5 = V/S |
| | 6 = FPA |
| | 7 = ALT |
| | 8 = ALT ACQ |
| | 9 = OPEN CLB |
| | A = OPEN DES |
| | B = IM CLB |
| | C = IM DES |
| | D = CLB |
| | E = DES |
| | F = FINAL DES |
| | G = EXPEDITE |
| | |
| | AP1 | AP2 |
| | Report Line EC: | Report Line EE: |Difinition: |
| | -------------------|-------------------|------------ |
| | / | / |No Mode Act. |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.11 = 1 | 01.2.275.00.11 = 1|RUNWAY Mode |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.12 = 1 | 01.2.275.00.12 = 1|NAV Mode |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.13 = 1 | 01.2.275.00.13 = 1|LOC CAPTURE |
| | | |Mode |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.14 = 1 | 01.2.275.00.14 = 1|LOC TRACK |
| | | |Mode |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| | -------------------|-------------------|------------ |
| | 01.1.275.00.15 = 1 | 01.2.275.00.15 = 1|Roll GO |
| | | |AROUND Mode |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.16 = 1 | 01.2.275.00.16 = 1|HEADING Mode |
| | -------------------|-------------------|------------ |
| | 01.1.275.00.17 = 1 | 01.2.275.00.17 = 1|TRACK Mode |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.15 = 1 | 01.2.274.00.15 = 1|PITCH TO Mode|
| | -------------------|-------------------|------------ |
| | 01.1.274.00.16 = 1 | 01.2.274.00.16 = 1|PITCH GA Mode|
| | -------------------|-------------------|------------ |
| | 01.1.274.00.17 = 1 | 01.2.274.00.17 = 1|V/S Mode |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.18 = 1 | 01.2.274.00.18 = 1|FPA Mode |
| | -------------------|-------------------|-------------|
| | 01.1.274.00.19 = 1 | 01.2.274.00.19 = 1|ALT Mode |
| | AND | AND | |
| | 01.1.274.00.20 = 1 | 01.2.274.00.20 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.19 = 1 | 01.2.274.00.19 = 1|ALT ACQ |
| | AND | AND |Mode |
| | 01.1.274.00.21 = 1 | 01.2.274.00.21 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.20 = 1 | 01.2.274.00.20 = 1|G/S TRACK |
| | AND | AND |Mode |
| | 01.1.274.00.22 = 1 | 01.2.274.00.22 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.21 = 1 | 01.2.274.00.21 = 1|G/S CAPTURE |
| | AND | AND |Mode |
| | 01.1.274.00.22 = 1 | 01.2.274.00.22 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.23 = 1 | 01.2.274.00.23 = 1|FINAL DES |
| | | |Mode |
| | -------------------|-------------------|------------ |
| | 01.2.274.00.24 = 1 | 01.2.274.00.24 = 1|EXPED. Mode |
| | -------------------|-------------------|------------ |
| | 01.1.146.00.14 = 1 | 01.2.146.00.14 = 1|LAND TRACK |
| | | |Mode |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.11 = 1 | 01.2.274.00.11 = 1|CLB Mode |
| | AND | AND | |
| | 01.1.274.00.13 = 0 | 01.2.274.00.13 = 0| |
| | OR | OR | |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| | 01.1.274.00.14 = 0 | 01.2.274.00.14 = 0| |
| | OR | OR | |
| | 01.1.274.00.24 = 0 | 01.2.274.00.24 = 0| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.12 = 1 | 01.2.274.00.12 = 1|DES Mode |
| | AND | AND | |
| | 01.1.274.00.13 = 0 | 01.2.274.00.13 = 0| |
| | OR | OR | |
| | 01.1.274.00.14 = 0 | 01.2.274.00.14 = 0| |
| | OR | OR | |
| | 01.1.274.00.24 = 0 | 01.2.274.00.24 = 0| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.11 = 1 | 01.2.274.00.11 = 1|IM. CLIMB |
| | AND | AND |Mode |
| | 01.1.274.00.13 = 1 | 01.2.274.00.13 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.12 = 1 | 01.2.274.00.12 = 1|IM. DES Mode |
| | AND | AND | |
| | 01.1.274.00.13 = 1 | 01.2.274.00.13 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.11 = 1 | 01.2.274.00.11 = 1|OPEN CLB |
| | AND | AND |Mode |
| | 01.1.274.00.14 = 1 | 01.2.274.00.14 = 1| |
| | -------------------|-------------------|------------ |
| | 01.1.274.00.12 = 1 | 01.2.274.00.12 = 1|OPEN DES |
| | AND | AND |Mode |
| | 01.1.274.00.14 = 1 | 01.2.274.00.14 = 1| |
| | ---------------------------------------------------- |
| | Auto Pilot Status DMU: |
| | AP1 printed in report line EC |
| | AP2 printed in report line EE |
|--------------|------------------------------------------------------|
| QA | Aircraft Quality Number, Report Stability |
| 99 | (00 to 99) |
|--------------|------------------------------------------------------|
| QE | Engine Quality Number, Report Stability |
| 99 | (00 to 99) |
|--------------|------------------------------------------------------|
| EPR | EPR Actual |
| 9999 | (0.6 to 1.8) |
| | Eng 1 param. 7C.1.340.01 |
| | Eng 2 param. 7C.2.340.10 |
|--------------|------------------------------------------------------|
| EPRC | EPR Command |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| 9999 | (0.6 to 1.8) |
| | Eng 1 param. 7C.1.341.01 |
| | Eng 2 param. 7C.2.341.10 |
|--------------|------------------------------------------------------|
| EGT | Selected T495 (Exhaust Gas Temperature) |
| X999 | (-80 to 999.9 C) |
| | Eng 1 param. 7C.1.345.01 |
| | Eng 2 param. 7C.2.345.10 |
|--------------|------------------------------------------------------|
| N1 | Selected N1 Actual |
| 9999 | (0 to 120.0 %rpm) |
| | Eng 1 param. 7C.1.346.01 |
| | Eng 2 param. 7C.2.346.10 |
|--------------|------------------------------------------------------|
| N2 | Selected N2 Actual |
| 9999 | (0 to 120.0 %rpm) |
| | Eng 1 param. 7C.1.344.01 |
| | Eng 2 param. 7C.2.344.10 |
|--------------|------------------------------------------------------|
| FF | Engine Fuel Flow |
| 9999 | ( 0 to 8500 kg/h) |
| | Eng 1 param. 7C.1.244.01 |
| | Eng 2 param. 7C.2.244.10 |
|--------------|------------------------------------------------------|
| P125 | PS125 Static Air Pressure at Position 12.5 |
| 99999 | (0.0 to 30.000 psia) |
| | Eng 1 param. 7C.1.257.01 |
| | Eng 2 param. 7C.2.257.10 |
|--------------|------------------------------------------------------|
| P25 | Total Air Pressure at Position 2.5 |
| 99999 | (0.0 to 30.000 psia) |
| | Eng 1 param. 7C.1.262.01 |
| | Eng 2 param. 7C.2.262.10 |
|--------------|------------------------------------------------------|
| T25 | Selected T25 |
| X999 | (-30.0 to 300.0 C) |
| | Eng 1 param. 7C.1.263.01 |
| | Eng 2 param. 7C.2.263.10 |
|--------------|------------------------------------------------------|
| P3 | Selected PS3 |
| 9999 | (0.0 to 550.0 psia) |
| | Eng 1 param. 7C.1.264.01 |
| | Eng 2 param. 7C.2.264.10 |
|--------------|------------------------------------------------------|
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| T3 | Temperature at Position 3 |
| X999 | (-89.0 to 700.0 C) |
| | Eng 1 param. 7C.1.265.01 |
| | Eng 2 param. 7C.2.265.10 |
|--------------|------------------------------------------------------|
| P49 | Pressure on position 4.9 |
| 99999 | (1 to 25 psia) |
| | Eng 1 param. 7C.1.132.01 |
| | Eng 2 param. 7C.2.132.10 |
|--------------|------------------------------------------------------|
| SVA | Stator Vane Actuator Feedback |
| 999 | (0 to 100 %) |
| | Eng 1 param. 7C.1.325.01 |
| | Eng 2 param. 7C.2.325.10 |
|--------------|------------------------------------------------------|
| BAF | 2.5 bleed Actuator Feedback |
| 999 | (0 to 100 %) |
| | Eng 1 param. 7C.1.335.01 |
| | Eng 2 param. 7C.2.335.10 |
|--------------|------------------------------------------------------|
| ACC | Active Clearance Control Feedback |
| 999 | (0 to 100 %) |
| | Eng 1 param. 7C.1.330.01 |
| | Eng 2 param. 7C.2.330.10 |
|--------------|------------------------------------------------------|
| LP | LPT ACC Solenoid Position |
| 01 | Bit status 1 = closed |
| | Eng 1 param. 7C.1.271.01.17 |
| | Eng 2 param. 7C.2.271.10.17 |
|--------------|------------------------------------------------------|
| GLE | Engine Generator Load |
| 999 | (0 to 100 %) |
| | Eng 1 param. 29.1.077.01 |
| | 29.2.077.01 |
| | Eng 2 param. 29.1.077.10 |
| | 29.2.077.10 |
|--------------|------------------------------------------------------|
| PD | Precooler Inlet Pressure |
| 99 | (0 to 50 psi) |
| | Eng 1 param. 06F.1.143.01 |
| | 06F.1.143.10 |
| | Eng 2 param. 06F.2.142.10 |
| | 06F.2.142.01 |
|--------------|------------------------------------------------------|
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| TN | Nacelle Temperature |
| X99 | (-55 to 300 C) |
| | Eng 1 param. 26.1.322.01 |
| | 26.2.322.01 |
| | Eng 2 param. 26.1.322.10 |
| | 26.2.322.10 |
|--------------|------------------------------------------------------|
| P2 | Total Air Pressure at Position 2 |
| 99999 | (0.0 to 25.000 psia) |
| | Eng 1 param. 7C.1.131.01 |
| | Eng 2 param. 7C.2.131.10 |
|--------------|------------------------------------------------------|
| T2 | T2 Temperature |
| X999 | (-80 to 90.0 C) |
| | Eng 1 param. 7C.1.130.01 |
| | Eng 2 param. 7C.2.130.10 |
|--------------|------------------------------------------------------|
| ECW1 | Engine Control Word 1 |
| XXXXX | Each NXN represents 4 Bits in hexadecimal code of |
| | a defined ARINC 429 word: |
| | XXXXX Bits HEX |
| | |||||___________ 14, 13, 12, 11 0...F |
| | ||||____________ 18, 17, 16, 15 0...F |
| | |||_____________ 22, 21, 20, 19 0...F |
| | ||______________ 26, 25, 24, 23 0...F |
| | |_______________ 29, 28, 27 0...7 |
| | -------------------------------------------- |
| | Bit Label Parameter Description |
| | 11 7C.X.270.XX.17 = 1 Manual Thrust Mode Active |
| | 12 7C.X.270.XX.18 = 1 N1 Rated Mode Engaged |
| | 13 7C.X.270.XX.20 = 1 Auto Thrust Mode Actuvated|
| | 14 7C.X.270.XX.21 = 1 2.5 Bleed Failed |
| | 15 7C.X.270.XX.23 = 1 Autothrust TLA Limited |
| | 16 SPARE |
| | 17 SPARE |
| | 18 7C.X.270.XX.27 = 1 SVA Failed |
| | 19 7C.X.271.XX.16 = 1 FDV Off |
| | 20 SPARE |
| | 21 7C.X.271.XX.19 = 1 7th Bleed #1 Solenoid |
| | Closed (4020KS3) |
| | 22 7C.X.271.XX.20 = 1 7th Bleed #2 Solenoid |
| | Closed (4020KS1) |
| | 23 7C.X.271.XX.21 = 1 10th Bleed Solenoid |
| | Closed |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| | 24 7C.X.271.XX.28 = 1 P2/T2 Probe Heater Relay |
| | On |
| | 25 7C.X.351.XX.14 = 1 Left ADC Link Failed |
| | 26 7C.X.351.XX.15 = 1 Right ADC Link Failed |
| | 27 SPARE |
| | 28 SPARE |
| | 29 SPARE |
|--------------|------------------------------------------------------|
| ECW2 | Engine Control Word 2 |
| XXXXX | Each NXN represents 4 Bits in hexadecimal code of |
| | a defined ARINC 429 word: |
| | XXXXX Bits HEX |
| | |||||___________ 14, 13, 12, 11 0...F |
| | ||||____________ 18, 17, 16, 15 0...F |
| | |||_____________ 22, 21, 20, 19 0...F |
| | ||______________ 26, 25, 24, 23 0...F |
| | |_______________ 29, 28, 27 0...7 |
| | -------------------------------------------- |
| | Bit Label Parameter Description |
| | 11 7C.X.272.XX.22 = 1 Bleed Config. K1 Selected |
| | 12 7C.X.272.XX.23 = 1 Bleed Config. K2 Selected |
| | 13 7C.X.272.XX.24 = 1 Bleed Config. K3 Selected |
| | 14 7C.X.272.XX.25 = 1 Bleed Config. K4 Selected |
| | 15 7C.X.272.XX.26 = 1 Bleed Config. K5 Selected |
| | 16 7C.X.272.XX.27 = 1 Bleed Config. K6 Selected |
| | 17 7C.X.272.XX.28 = 1 Bleed Config. Data Failed |
| | 18 SPARE |
| | 19 7C.X.272.XX.19 = 1 Bump Mode is selected |
| | 20 7C.X.272.XX.20 = 1 Bump Mode is selected |
| | 21 7C.X.272.XX.21 = 1 Bump Mode is selected |
| | 22 SPARE |
| | 23 SPARE |
| | 24 SPARE |
| | 25 SPARE |
| | 26 SPARE |
| | 27 SPARE |
| | 28 SPARE |
| | 29 SPARE |
|--------------|------------------------------------------------------|
| EVM | Engine Vibration Status Word |
| XXXXX | Eng 1 param. 3D.1.035.01 |
| | Eng 2 param. 3D.1.035.10 |
| | Each NXN represents 4 Bits in hexadecimal code of |
| | a defined ARINC 429 word: |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| | XXXXX Bits HEX |
| | |||||___________ 14, 13, 12, 11 0...F |
| | ||||____________ 18, 17, 16, 15 0...F |
| | |||_____________ 22, 21, 20, 19 0...F |
| | ||______________ 26, 25, 24, 23 0...F |
| | |_______________ 29, 28, 27 0...7 |
| | -------------------------------------------- |
|--------------|------------------------------------------------------|
| OIP | Engine Oil Pressure |
| 999 | (0 to 400 psia) |
| | Eng 1 param. 26.1.317.01 |
| | 26.2.317.01 |
| | Eng 2 param. 26.1.317.10 |
| | 26.2.317.10 |
|--------------|------------------------------------------------------|
| OIT | Engine Oil Temperature |
| X99 | (-60 to 250 C) |
| | Eng 1 param. 26.1.316.01 |
| | 26.2.316.01 |
| | Eng 2 param. 26.1.316.10 |
| | 26.2.316.10 |
|--------------|------------------------------------------------------|
| OIQH | Oil Consumption from the previous flight |
| X999 | (-9.99 to 20.00 qts/h) |
|--------------|------------------------------------------------------|
| VB1 | N1 Vibration |
| 999 | (0 to 10.0) |
| | Eng 1 param. 3D.1.135.01 |
| | Eng 2 param. 3D.1.135.10 |
|--------------|------------------------------------------------------|
| VB2 | N2 Vibration |
| 999 | (0 to 10.0) |
| | Eng 1 param. 3D.1.136.01 |
| | Eng 2 param. 3D.1.136.10 |
|--------------|------------------------------------------------------|
| PHA | FAN Pick Up Phase Angle |
| 999 | (0 to 360 deg) |
| | Eng 1 param. 3D.1.226.01 |
| | Eng 2 param. 3D.1.226.10 |
|--------------|------------------------------------------------------|
| WFQ | Fuel Quantity Inner Cell |
| 99999 | (0 to 99999 kg) |
| | param. 5A.2.257.10 Left Inner Cell |
| | param. 5A.2.261.19 Right Inner Cell |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
|--------------|------------------------------------------------------|
| ELEV | Elevator Position |
| X999 | (-30 to 15 deg) |
| | param. 6C.1.314.01 Left Elevator Position |
| | param. 6C.2.314.10 |
| | param. 6C.1.334.01 Right Elevator Position |
| | param. 6C.2.334.10 |
|--------------|------------------------------------------------------|
| AOA | Corrected Angle of Attack |
| X999 | (-30 to 85 deg) |
| | param. 06.1.241.01 AOA System 1 |
| | param. 06.2.241.10 AOA System 2 |
|--------------|------------------------------------------------------|
| SLP | Side Slip Angle |
| X999 | (-32.0 to 32.0 deg) |
| | param. 0A.1.226.00 System 1 |
| | param. 0A.2.226.00 System 2 |
|--------------|------------------------------------------------------|
| CFPG | Side Slip Angle |
| X9999 | (-0.9999 to 4.0000 g) |
|--------------|------------------------------------------------------|
| CIVV | Calculated Inertial Vertical Speed |
| X999 | (-999 to 999 ft/min) |
|--------------|------------------------------------------------------|
| RUDD | Rudder Position |
| X999 | (-30.0 to 30.0 deg) |
| | param. 29.1.312.00 |
| | param. 29.2.312.00 |
|--------------|------------------------------------------------------|
| RUDD | Rudder Trim Position |
| X999 | (-25.0 to 25.0 deg) |
| | param. 0A.1.313.00 |
| | param. 0A.2.313.00 |
|--------------|------------------------------------------------------|
| AILL | Left Aileron Position |
| X999 | (-25.0 to 25.0 deg) |
| | param. 6C.1.310.01 |
| | param. 6C.2.310.10 |
|--------------|------------------------------------------------------|
| AILR | Right Aileron Position |
| X999 | (-25.0 to 25.0 deg) |
| | param. 6C.1.330.01 |
| | param. 6C.2.330.10 |
|--------------|------------------------------------------------------|
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| STAB | Stabilizer Position #1 |
| X999 | (-13.5 to 4.0 deg) |
| | param. 6C.1.315.01 |
| | param. 6C.2.315.10 |
|--------------|------------------------------------------------------|
| ROLL | Roll Angle |
| X999 | (-90.0 to 90.0 deg) |
| | param. 04.1.325.01 |
| | param. 04.2.325.10 |
|--------------|------------------------------------------------------|
| YAW | Body Axis Yaw Rate |
| X999 | (-45.0 to 45.0 deg/sec) |
| | param. 04.1.330.01 |
| | param. 04.2.330.10 |
|--------------|------------------------------------------------------|
| RSP2 | Roll Spoiler 2 Position |
| X999 | (-45.0 to 0 deg ) |
| | param. 6C.1.362.01 Left Spoiler |
| | param. 6C.2.362.10 |
| | param. 6C.1.372.01 Right Spoiler |
| | param. 6C.2.372.10 |
|--------------|------------------------------------------------------|
| RSP3 | Roll Spoiler 3 Position |
| X999 | (-45.0 to 0 deg ) |
| | param. 6C.1.363.01 Left Spoiler |
| | param. 6C.2.363.10 |
| | param. 6C.1.373.01 Right Spoiler |
| | param. 6C.2.373.10 |
|--------------|------------------------------------------------------|
| RSP4 | Roll Spoiler 4 Position |
| X999 | (-45.0 to 0 deg ) |
| | param. 6C.1.364.01 Left Spoiler |
| | param. 6C.2.364.10 |
| | param. 6C.1.374.01 Right Spoiler |
| | param. 6C.2.374.10 |
|--------------|------------------------------------------------------|
| RSP5 | Roll Spoiler 5 Position |
| X999 | (-45.0 to 0 deg ) |
| | param. 6C.1.365.01 Left Spoiler |
| | param. 6C.2.365.10 |
| | param. 6C.1.375.01 Right Spoiler |
| | param. 6C.2.375.10 |
|--------------|------------------------------------------------------|
| FLAP | Flap Actual Position |
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+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| X999 | (-9.0 to 40.0 deg) |
| | param. 1B.1.137.01 System 1 |
| | param. 1B.2.137.10 System 2 |
|--------------|------------------------------------------------------|
| SLAT | Slat Actual Position |
| X999 | (-9.0 to 27.0 deg) |
| | param. 1B.1.127.01 System 1 |
| | param. 1B.2.127.10 System 2 |
|--------------|------------------------------------------------------|
| THDG | True Heading (BCD) |
| X9999 | (0 to 359.9 deg) |
| | param. 04.1.044.01 System 1 |
| | param. 04.2.044.10 System 2 |
|--------------|------------------------------------------------------|
| LONP | Longitude Position |
| X9999 | (East 179.9 deg to West 179.9 deg) |
| | param. 04.1.311.XX System 1 |
| | param. 04.2.311.XX System 2 |
|--------------|------------------------------------------------------|
| LATP | Latitude Position |
| X9999 | (North 89.9 to South 89.9 deg) |
| | param. 04.1.310.XX System 1 |
| | param. 04.2.310.XX System 2 |
|--------------|------------------------------------------------------|
| WS | Wind Speed |
| 999 | (0 to 100 kts) |
| | param. 04.1.315.01 System 1 |
| | param. 04.2.315.10 System 2 |
|--------------|------------------------------------------------------|
| WD | WIND Direction - True |
| 999 | (0 to 359 deg) |
| | param. 04.1.316.01 System 1 |
| | param. 04.2.316.10 System 2 |
|--------------|------------------------------------------------------|
| FT | Fuel Temperature |
| X999 | (-60.0 to 170.0 C) |
| | param. 5A.2.177.10 Fuel Temp. Left Wing Tank |
| | param. 5A.2.201.10 Fuel Temp. Right Wing Tank |
|--------------|------------------------------------------------------|
| FD | Fuel Temperature |
| 0999 | (0 to 0.999 kg/l) |
| | param. 5A.2.272.10 |
+---------------------------------------------------------------------+
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(2) Cruise Performance Report Logic (Engine Type IAE)
+----------------------------------------------------------------------+
|Code|Item | |Progr.|Standard |
| No.|No. | Description of Function Item |MCDU |Value or |
| | | |GSE |Table TXY|
|----|------|-----------------------------------------|------|---------|
| |A | Report Format | | |
| |B | Parameter Table | | |
| |C | First three lines of Report | C | Blank |
| |D | Print Out Rules | C | 2 |
| |E | Transfer to ACARS MU | C | No |
| |F | Increment of the report counter if the | C | 1 |
| | | report was triggered by a code number | | |
| | | > 1000; 1=yes, 0=no | | |
| |G | Averange intervales in seconds | AI | 20 |
| |H | Overall Average of NF02N averages | AI | 5 |
| |I | OIQ values taken from Ntaxi outN used | | |
| | | for QIQH calculation the same program- | | |
| | | ming as for Report <01> is apply. | | |
|----|------|-----------------------------------------|------|---------|
|1000|1 | Manual selection via MCDU | | |
|----|------|-----------------------------------------|------|---------|
|2000|2 | Flight phase dependent manual | | |
| | | selection via remote print button | | |
| | | if programmed. | | |
| |2.1 | Logic algorithm | | |
| |2.2 | Remote Print Button assignment | C | not |
|----|------|-----------------------------------------|------|---------|
|3000|3 | Programmable Start Logic | | |
| |3.1 | Logic algorithm | C | |
| |3.2 | Trigger condition | C | not |
|----|------|-----------------------------------------|------|---------|
|5000| | The DMU generates the Cruise Performance| | |
| | | Report based on NFlight HoursN or | | |
| | | NFlight LegsN programmable via GSE. | | |
| | | | | |
| | | Logic based on Flight Hours: | | |
| | | | | |
| | | During a time frame of NY02.1N flight | | |
| | | hours the DMU search in flight phase 6 | | |
| | | for report generation with stable frame | | |
| | | criteria where the best aircraft quality| | |
| | | number QA is calculated. The report with| | |
| | | the best quality number QA is stored in | | |
| | | the report buffer: | | |
| | | | | |
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+----------------------------------------------------------------------+
|Code|Item | |Progr.|Standard |
| No.|No. | Description of Function Item |MCDU |Value or |
| | | |GSE |Table TXY|
|----|------|-----------------------------------------|------|---------|
| | | Logic based on Flight Legs: | | |
| | | | | |
| | | Every NY02.2N flight legs the DMU search| | |
| | | in flight phase 6 for report generation | | |
| | | with stable frame criteria where the | | |
| | | best aircraft quality number QA is cal- | | |
| | | culated. The report with the best quali-| | |
| | | ty number QA is stored in the report | | |
| | | buffer. | | |
| | | | | |
| |5 | The default programming is NFlight LegsN| C | Legs |
| | | | | |
| |5.1 | Logic algorithm | | |
| | | | | |
| |5.2 | NY02.1N flight hours | C | T24/T25 |
| | | | | |
| |5.3 | NY02.2N flight legs | C | T24/T25 |
| | | | | |
| |5.4 | NPO2N stable periods | C | T24/T25 |
| | | (5 subperiods = 100 sec) | | |
| |5.5 | 78% < ACC < 100% | | |
| | | param. 7C.1.330.01 Eng.1 | | |
| | | param. 7C.2.330.10 Eng.2 | | |
| | | | | |
| | | Stable frame conditions: | | |
| | | During NP02N seconds the following | | |
| | | parameters are stable as defined below: | | |
| | | | | |
| | | The stable frame variation is customer | | |
| | | programmable, but only in the range | | |
| | | defined in the column for standard | | |
| | | values. | | |
| | | | | |
| |5.6 | IALT 04.1.361.-- ft | AI | T24/T25 |
| | | 04.2.361.-- | | |
| | | | | |
| |5.6.1 | WA of IALT | C | T24/T25 |
| | | | | |
| |5.7 | GS 04.1.312.01 kts | AI | T24/T25 |
| | | 04.2.312.10 | | |
| | | | | |
| |5.7.1 | WA of GS | C | T24/T25 |
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+----------------------------------------------------------------------+
|Code|Item | |Progr.|Standard |
| No.|No. | Description of Function Item |MCDU |Value or |
| | | |GSE |Table TXY|
|----|------|-----------------------------------------|------|---------|
| | | | | |
| |5.8 | ROLL ANGLE 04.1.325.01 degr. | AI | T24/T25 |
| | | 04.2.325.10 | | |
| |5.8.1 | WA of ROLL ANGLE | C | T24/T25 |
| | | | | |
| |5.9 | TAT 06.1.211.01 C | AI | T24/T25 |
| | | 06.2.211.10 | | |
| |5.9.1 | WA of TAT | C | T24/T25 |
| | | | | |
| |5.10 | N2 7C.1.344.01 Eng.1 % | AI | T24/T25 |
| | | 7C.2.344.10 Eng.2 | | |
| |5.10.1| WA of N2 | C | T24/T25 |
| | | | | |
| |5.11 | EGT 7C.1.345.01 Eng.1 C | AI | T24/T25 |
| | | 7C.2.345.10 Eng 2 | | |
| |5.11.1| WA of EGT | C | T24/T25 |
| | | | | |
| |5.12 | VACC 04.1.364.01 g | AI | T24/T25 |
| | | 04.2.364.10 | | |
| |5.12.1| WA of VACC | C | T24/T25 |
| | | | | |
| |5.13 | MN 06.1.205.01 Mach | AI | T24/T25 |
| | | 06.2.205.10 | | |
| |5.13.1| WA of MN | C | T24/T25 |
| | | | | |
| |5.14 | N1 7C.1.346.01 Eng.1 % | AI | T24/T25 |
| | | 7C.2.346.10 Eng.2 | | |
| |5.14.1| WA of N1 | C | T24/T25 |
| | | | | |
| |5.15 | PT2 7C.1.131.91 Eng.1 psia | AI | T24/T25 |
| | | 7C.2.131.10 Eng.2 | | |
| |5.15.1| WA of PT2 | C | T24/T25 |
| | | | | |
| |5.16 | FF 7C.1.244.01 Eng.1 kg/h | AI | T24/T25 |
| | | 7C.2.244.10 Eng.2 | | |
| |5.16.1| WA of FF | C | T24/T25 |
| | | | | |
| |5.17 | EPR 7C.1.340.01 Eng.1 % | AI | T24/T25 |
| | | 7C.2.340.10 Eng.2 | | |
| |5.17.1| WA of EPR | C | T24/T25 |
|----|------|-----------------------------------------|------|---------|
|8100|8.1 | ACARS MU uplink request with IMI NREQ02N| | |
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+----------------------------------------------------------------------+
|Code|Item | |Progr.|Standard |
| No.|No. | Description of Function Item |MCDU |Value or |
| | | |GSE |Table TXY|
|----|------|-----------------------------------------|------|---------|
| | | The report <02> is immediately generated| | |
| | | and transmitted to the ACARS MU. | | |
|----|------|-----------------------------------------|------|---------|
|8200|8.2 | ACARS MU uplink request with IMI NG02N | | |
| | | The report <02> is generated as soon as | | |
| | | stable frame criteria are met, i.e. the | | |
| | | DMU is immediately start searching for | | |
| | | stable frame criteria independing from | | |
| | | any other logic. | | |
|----------------------------------------------------------------------|
| AI = Programmable by Airbus Industrie |
| C = Programmable by Customer |
+----------------------------------------------------------------------+
+---------------------------------------------------------------------+
| Value | Content Description |
|--------------|------------------------------------------------------|
| ESN | Engine Serial Number |
| 999999 | (000000 to 999999) |
| | Eng 1 param. 7C.1.046.01 digit 3, 2, 1 |
| | 7C.1.047.01 digit 6, 5, 4 |
| | Eng 2 param. 7C.2.046.01 digit 3, 2, 1 |
| | 7C.2.047.01 digit 6, 5, 4 |
|--------------|------------------------------------------------------|
| EHRS | Engine Flight Hours |
| 99999 | (00000 to 99999 hours) |
| | DMU Engine 1 and Engine 2 |
|--------------|------------------------------------------------------|
| ERT | Engine Running Time |
| 99999 | (00000 to 65536 hours) |
| | Eng 1 param. 7C.1.050.01 |
| | Eng 2 param. 7C.2.050.10 |
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APPENDICES
The following pages are a copy of the article that was distributed during the 7th
Performance and Operations Conference held at Cancun, Mexico in year 1992.
This brochure is based upon the leading article “Auditing aircraft cruise
performance in airline revenue service” presented by Mr. J.J. SPEYER, which was
used as reference material.
I. GLOSSARY
Greek letters
α ( alpha ) Angle of attack
γ ( gamma ) Climb or descent angle
δ ( delta ) Pressure ratio = P / P0
∆ ( DELTA ) Parameters’ variation (ex : ∆ISA, ∆P)
φ ( phi ) Bank angle
θ ( theta ) Aircraft attitude
ρ ( rho ) Air density
ρ0 ( rho zero ) Air density at Mean Sea Level
σ ( sigma ) Air density ratio = ρ / ρ0
A
ACARS Aircraft Communication Addressing and Reporting System
ADIRS Air Data / Inertial Reference System
ADIRU Air Data/Inertial Reference Unit
AFM Aircraft Flight Manual
AIDS Aircraft Integrated Display System
ALD Actual Landing Distance
AMC Acceptable Means of Compliance (JAA)
AMJ Advisory Material Joint (JAA)
AOM Airline Operation Manual
APM Aircraft Performance Monitoring (program)
APU Auxiliary Power Unit
ARMS Aircraft Recording and Monitoring System
ATC Air Traffic Control
ATSU Air Traffic Service Unit
B
BITE Built In-Test Equipment
C
CFDIU Centralized Fault Display Interface Unit
CFDS Centralized Fault Display System
CAS Calibrated Air Speed
CG Center of gravity
CI Cost Index
D
DA Drift Angle
DAR Digital AIDS/ACMS Recorder
Optional recorder
DGAC Direction Générale de l’Aviation Civile
DITS Digital Information Transfer System
DMU Data Management Unit
DOC Direct Operating Cost
DOW Dry operating weight
E
ECON Economic (minimum cost) speed
EGT Exhaust Gas Temperature
EPR Engine Pressure Ratio
ETOPS Extended range with Twin engine aircraft OPerationS
F
f( ) Function of ( )
FAA Federal Aviation Administration
FAC Flight Augmentation Computer
FAR Federal Aviation Regulation
FBW Fly-By-Wire (aircraft)
FCOM Flight Crew Operating Manual
FDIU Flight Data Interface Unit
FDRS Flight Data Reporting System
Mandatory parameters
FF Fuel Flow (hourly consumption)
FL Flight Level
FLIP Flight Planning (program)
FMGS Flight Management and Guidance System
FOB Fuel On Board
FQI Fuel Quantity Indicator
FWC Flight Warning Computer
G
g Gravitational acceleration
GAL US gallon
GDS Green Dot speed
GS Ground Speed
H
hPa hecto Pascal
I
IAS Indicated Air Speed
ICAO International Civil Aviation Organization
IFP In Flight Performance (program)
IFR Instrument Flight Rules
IL Information Leaflet (JAA)
IMC Instrument Meteorological Conditions
in Hg Inches of mercury
ISA International Standard Atmosphere
J
JAA Joint Aviation Authority
JAR Joint Airworthiness Requirements
K
Ki Instrumental correction (Antenna error)
L
LAT Latitude
LPC Less Paper Cockpit (program)
LRC Long Range Cruise speed
M
MLR Mach of Long Range
MMR Mach of Maximum Range
MMO Maximum Operating Mach number
MCDU Multipurpose Control and Display Unit
MDDU Multipurpose Disk Drive Unit
MCT Maximum Continuous Thrust
MEL Minimum Equipment List
MES Main Engine Start
MEW Manufacturer Empty Weight
MSL Mean Sea Level
MTOW Maximum TakeOff Weight
MTW Maximum Taxi Weight
MZFW Maximum Zero Fuel Weight
N
n Load factor
nz Load factor component normal to the aircraft’s longitudinal
axis
N1 Speed rotation of the fan
NLC Noise Level Computation (program)
NPA Notice for Proposed Amendment (JAA)
NPRM Notice for Proposed Rule Making (FAA)
O
OAT Outside Air Temperature
OCTOPUS Operational and Certified Takeoff and landing Universal
Software
OEW Operational Empty Weight
OFP Operational Flight Path (program)
P
P Pressure
P0 Standard pressure at Mean Sea Level
PEP Performance Engineering Programs
PFD Primary Flight Display
Q
QAR Quick Access Recorder
Optional equipment
S
SAR Smart Access Recorder
Internal DMU/FDIMU memory
SAT Static Air Temperature
SFC Specific Fuel Consumption
SR Specific Range
SSFDR Solid State Flight Data Recorder
SSMM Solid State Mass Memory
STD Standard
T
T Temperature
T0 Standard temperature at Mean Seal Level
TISA Standard temperature
TREF Flat Rating Temperature
TAS True Air Speed
TAT Total Air Temperature
TLC Takeoff and Landing Computation (program)
TLO TakeOff and Landing Optimization (program)
TOGA TakeOff / Go-Around thrust
TOW TakeOff Weight
V
V Velocity
VLS Lowest selectable speed
VMO Maximum Operating speed
VS Stalling speed
VS1G Stalling speed at one g
VSR Reference stalling speed
VFR Visual Flight Rules
VMC Visual Meteorological Conditions
W
W Weight
Wa Apparent weight
WC Wind component
Z
ZFW Zero Fuel Weight
J. BIBLIOGRAPHY
AIRBUS
31707 Blagnac Cedex
France
© Airbus 2002
All rights reserved.
The statements made herein do not constitute an offer. They are based on the
assumptions shown and are expressed in good faith. Where the supporting grounds
for these statements is not shown, the Company will be pleased to explain the basis
thereof.
This document is the property of Airbus and is supplied on the express condition
that it is to be treated as confidential. No use or reproduction may be made thereof
other than that expressly authorized.
Flight Operations Support and Line Assistance
C K A R O
O U
L
N
C
D
T H E
T H E
December 2002
D
W
N
U O
O R L
IR
S
A
A R D
BU CE
SC VI
USTOMER SER
monitoring
The statements made herein do not constitute an
offer. They are based on the assumptions shown
and are expressed in good faith. Where the
supporting grounds for these statements are not
shown, the Company will be pleased to explain
the basis thereof. This document is the property
of Airbus and is supplied on the express
condition that it is to be treated as confidential.
No use of reproduction may be made thereof
other than that expressely authorised.